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User:Kew Gardens 613

Links

Long Island Rail Road,

Metro-North Railroad

New York City Bus

Subway Expansion Plans

NYC Subway History Post-Unification

Dual Contracts

Templates

New Jersey Transit

Abandoned NYC Stations

Highways and Streets

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.

NICE Bus changes

https://www.nyctransitforums.com/topic/52144-nice-summer-service-change/

https://web.archive.org/web/20200406233651/https://www.nicebus.com/Passenger-Information/Shore-Road-Shuttle

https://www.nyctransitforums.com/topic/33981-random-thoughts-thread-nassau-inter-county-express-nice/page/242/#comment-1003830

https://web.archive.org/web/20140625060621/http://www.nicebus.com/Passenger-Information/June-22nd-Service-Change.aspx

https://m.facebook.com/theNICEbus/photos/a.429572810407760/4306646612700341/?_se_imp=0ofbcPfk5KCBeJfRL

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

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=1042924

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=964831

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.

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=978982

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=1039717 Fall 2019

https://www.newsday.com/long-island/transportation/manageable-2m-deficit-forecast-for-nice-bus-official-says-1.14297792

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=962959

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=932257

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=937959

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=920585

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=921976

http://www.newsday.com/long-island/transportation/only-3-of-10-nice-routes-facing-cuts-may-be-saved-ceo-says-1.13340356

https://web.archive.org/web/20150918204807/http://www.nicebus.com/Passenger-Information/Schedule-Changes.aspx

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=919478

http://www.newsday.com/long-island/transportation/nice-to-continue-n1-weekend-bus-service-officials-say-1.13368763

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=920228

http://www.newsday.com/long-island/transportation/looming-nice-bus-cuts-will-hurt-real-people-nassau-lawmaker-says-1.13328487

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=918193

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=918176

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=918069

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=917312

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=917223

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=914654

http://www.newsday.com/long-island/transportation/vote-passes-to-eliminate-10-nice-bus-routes-cut-service-on-4-others-1.13136869

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=914415

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=892780

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=892220

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=891895

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=891858

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=878522

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=876226

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=868176

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=867491

http://www.newsday.com/long-island/nassau/nassau-s-nice-bus-service-to-cut-routes-used-by-2-000-riders-1.11309443

http://www.newsday.com/long-island/nassau/lawmakers-and-riders-protest-cuts-to-nice-bus-service-1.11341354

http://newyork.cbslocal.com/2016/01/18/11-nice-bus-routes-eliminated-due-to-budget-constraints-low-ridership/

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=863775

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=863766

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=863674

http://blog.tstc.org/2015/11/30/nice-fare-hike-service-cuts-would-hurt-some-of-nassau-countys-most-transit-dependent/

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

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=862971

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=862740

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=801649

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=797536

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=789451

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=777101

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=742366

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=742334

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=741781

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=740931

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=719073

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=717276

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=717134

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=706290

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=697488

www.newsday.com/long-island/nice-eyes-biggest-bus-improvements-in-years-1.5729688

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=693961

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=693423

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=657534

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=657274

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=627284

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=625549

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=625299

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=625170

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=623122

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=621467

https://www.nyctransitforums.com/topic/33346-nice-planned-serviceschedule-changes/?do=findComment&comment=621273

Subway requests

Bayside

Hillside to Springfield

Van Wyck

Vans

School bus

Parents fight keep private buses 1960

Express bus

X61

Bronx bus

Redesign

Brooklyn bus

1958 cut

B12 change

1960 B61-back old route Myrtle

1960 Dyker Heights Shuttle

Bergen Beach survey

Verazzanno

Bus Nassau

Rockville Centre

Bus Westchester

Franchise East Fourth Street

Merge Lines one unit

5th Avenue

Zoning

1947 Little Neck; more; more

1946 Forest Hills; more

Miscellaneous

Subway flash flood 1949

One-hour parking KG side streets

St. Albans grade separation

Change Interboro

Atlantic Avenue plan

Bellaire burnt

Bathroom closures 1941

QBL strike construction; subway work

Flushing congestion

Reroute Kosciuszko

LIRR fencing

LIRR sale/improvement plans

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%25201947%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201947%2520-%25209443.pdf%23xml%3Dhttps%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D58fb42e2%26DocId%3D758191%26Index%3DZ%253a%255cDISK%2520P%26HitCount%3D10%26hits%3D6d6%2B71d%2B71e%2B76b%2B786%2Bbd5%2Bd20%2Bd34%2Bde0%2Bdf3%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201947%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201947%2520-%25209443.pdf&xml=https%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D58fb42e2%26DocId%3D758191%26Index%3DZ%253a%255cDISK%2520P%26HitCount%3D10%26hits%3D6d6%2B71d%2B71e%2B76b%2B786%2Bbd5%2Bd20%2Bd34%2Bde0%2Bdf3%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false

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Highways

Clearview 1957; more

Creedmoor Parkway; more; more

Prospect Expressway

Street widenings

Fulton Street; more

Horace Harding Boulevard

Main Street extension; more

Springfield Boulevard; more; more

Farmers Boulevard

Sources

q89
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
Route map

q75
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
Route map

q48
q48
Flushing−LaGuardia Airport
Overview
System	MTA Regional Bus Operations
Operator	New York City Transit Authority
Garage	Queens Village Depot
Vehicle	Orion VII; Orion VII Next Generation; Nova Bus LFS;
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
Annual patronage	6,132,598 (2017)
Transfers	Yes
Timetable	Q48
Route map
Intermittent stops
Lakeville Road / LIJ Hospital Roadway
Intermittent stops
270th Street
Intermittent stops
73rd Avenue
Intermittent stops
258th Street
Intermittent stops
251st Street
Intermittent stops
236th Street
Local stops
222nd Street
Local stops
211th Street
Local stops
198th Street
Local stops
Chevy Chase Street
Local stops
Local stops
Vleigh Place
Legend

https://www.newspapers.com/clip/97876033/

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Flushing bus terminal

1951; more

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1929

1950

Bus routes in Manhattan

East Side bus depot studied 1962

NYCTA bus

Balks sell bus lines

Companies offer purchase

Bus depots

Flushing Depot sinking

Bus routes in Brooklyn

1920 BMT restore cuts

B85

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Streetcars in Queens

1899 Flushing to Jamaica

Bus routes in Queens

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]

https://books.google.com/books?id=4Bo0AQAAMAAJ&pg=RA4-PA37&dq=%22bus%22+%22plants+and+structures%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwiPlp_46fX_AhX1L1kFHczrA4E4ChDoAXoECAMQAg#v=onepage&q=%22bus%22%20%22plants%20and%20structures%22&f=false

https://books.google.com/books?id=zMzNAAAAMAAJ&pg=PA831&dq=%22bus%22+%22plants+and+structures%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwiRh52C6vX_AhUnLFkFHXQFBUg4FBDoAXoECAEQAg#v=onepage&q=%22bus%22%20%22plants%20and%20structures%22&f=false

https://books.google.com/books?id=sCknAQAAMAAJ&q=%22bus%22+%22plants+and+structures%22&dq=%22bus%22+%22plants+and+structures%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwi8tuCf6vX_AhUWE1kFHRtkBtQ4KBDoAXoECAIQAg

https://books.google.com/books?id=UHEhAAAAMAAJ&pg=PA16&dq=%22bus%22+%22plants+and+structures%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwiIpJbJ6fX_AhVzEFkFHWjjCRIQ6AF6BAgCEAI#v=onepage&q=%22bus%22%20%22plants%20and%20structures%22&f=false

https://books.google.com/books?id=HFLmAAAAMAAJ&pg=PA135&dq=%22bus%22+%22plants+and+structures%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwiIpJbJ6fX_AhVzEFkFHWjjCRIQ6AF6BAgFEAI#v=onepage&q=%22bus%22%20%22plants%20and%20structures%22&f=false

https://books.google.com/books?id=vbocAQAAMAAJ&pg=PA398&dq=crosstown+bus+line+richmond+hill&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwjk6Maq6PX_AhX_FVkFHVB4DfwQ6AF6BAgFEAI#v=onepage&q=crosstown%20bus%20line%20richmond%20hill&f=false

https://books.google.com/books?id=Q_s9AQAAMAAJ&pg=PA388&dq=crosstown+bus+line+richmond+hill&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwjk6Maq6PX_AhX_FVkFHVB4DfwQ6AF6BAgGEAI#v=onepage&q=crosstown%20bus%20line%20richmond%20hill&f=false

1919 Brooklyn City RR vs. Whalen (with routes)

1920 authorize South Ozone Park-Jamaica Line

1921 Flushing-Jamaica started

1921 routes

1922 lawsuit status

1925 Bus Line report proposed routes (some route numbers stuck)

Requests bus service

Dry Harbor Road

Greenpoint Avenue; Middle Village-Queens Boulevard

Kissena Park 1933

Ridgewood-LIC

Forest Avenue

Extension Cypress Hills bus

Corona Heights; more

Ditmars Boulevard

Elmhurst, Forest Hills, more

Astoria-Maspeth

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

1915 jitney bus

1915 jitney bus bill-LIRR

1916 Metropolitan extension; stub-end Franklin Line

1921 request two-fare zones Metropolitan

1920s: Fight over bus franchises

1922 bus permits

1922 South Ozone Park-Richmond Hill

1922 dispute Grand Avenue bus

1923 DPS routes

1925 Queens-wide franchise

1925 rejection of franchises urged

1926 Franchise Manhattan-Jackson Heights

1926 Woodside-Maspeth

1926 bus franchises

1926 69th Street bus restoration sought

1926 requests to run all routes in boroughs

1926 magazine article

1926 request five-cent fare Jackson Heights-Elmhurst

1926 votes against streetcar Queens Boulevard, another vote, another story, another

1927 investigation North Shore Traction

1928 Astoria bus franchises; Equitable Coach

1928 Astoria, East Elmhurst bus

1928 Rosewood bus

1928 Flushing bus application deferred

1929 Briarwood, Jamaica buses

1929 Suspension Astoria-East Elmhurst Line

1929 support existing operators, not BMT

1929 Z&M Rosewood

1929 Bayside Avenue bus

1929 Z&M taxpayer suit

1930 BMT bid

1930 franchise meeting

1930 delay franchises

1930 Q17 route

1930 request Middle Village replace trolleys

1930 request replacement Northern Boulevard trolleys 1931 opposition zone fares

1931 franchise proposal

1931 request two-year extension

1931 franchises

1931 two operators

1931 Rosedale bus

1931 Union Bus franchise

1931 improvement Rockaway bus service

1931 bus franchises McKee

1931 bus question

1931 bus hold up

1931 bus hearing

1931 independent operations

1931 Whitestone

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.^[4]^[5]

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.^[6]

1932 report and one-year franchises

August 1932 Queens bus report

1932 one-year contracts

1932 settle bus dispute

1932 Q5A legalization

Q5A hearing

1932 elimination 2-fare zone Bee Line

1932 bus bid

1932 Rego Park reroute

1932 Make Q29 permanent

1932 awards

1932 stay expiration

1932 routes, more

1932 Bee-Line request

1932 new bus bids

1932 Equitable

1932 streets not existing/franchises

1932 bus issue still up in air

1932 new bus

1932 franchises two companies

1932 College Point franchise

Transfer urged

1932 protest franchise award

1932 Rockaway buses

1932 bus legalization

1932 Kings Coach school bus

1932 two-year franchises

Criticism one-year grants October 1932

Bus franchises

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.^[7]

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.^[8]

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.^[8]

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

Rosedale franchise request

November 1932 hearings

1932 request continuance of Q29

9 franchises awarded

Nassau Schenck extension denied

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.^[9] 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.^[10]

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.^[11]

Increases in bus service 1933

Fight bus shifts

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

Flushing Heights bus service

1933 bus financing studied

Bus plan, better BMT service, permit Jackson Heights route, Howard Beach request

Ridgewood improvements

One-year contracts

Reduced trolley ridership

1933 BMT opposes Nevin awards

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.^[12]

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.^[13]

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.^[14] Municipal operated a bus route along 82nd Street in Jackson Heights.^[15]

Bus franchise fight Supreme Court

Nevins routes needed

Bee-Line fights petition

2 lines to get franchises

Q10/Q37 bus franchise battle

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.^[16]

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.^[17]

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.^[17]

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, certifiates still needed to be issued for the Q31, Q20, and Q35.^[18]

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.^[19]

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

Woodhaven Blvd extension

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.^[20]^[21]

1934 to 1935: Fight to keep service operating

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.^[22]

1934 illegal route descriptions

Bus transfer plan

Jamaica Buses franchise

Independent bus transfer system urged, Q10 extension, Q37

Bee-Line extension requested

February 1934-5-cent fare

Bus routes 1934

Bus report

March 4, 1934

Prevailing wage bus contract bids

Clause protect bus employees, Green Line offer, Bee Line strike

1934 Franchise Rockaway Boulevard; new LIC-Ridgewood

Bee Line school tickets

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.^[23]

5-year grant sought

City lose franchise delay

Q26 added North Shore

Q25 extension

Request 114th Avenue bus, extend Q29 to IND

Refuse Nevins franchise

Jamaica loses injunction

Bus meeting

June 1934 Bee-Line conference

October 1934 Bee-Line

Harvey own bus report

New bids

Bus hearings

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.^[24]

Delay Bee Line franchise

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Flushing bus

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.^[25]

Bus lobbyist accusation

1934 S&C garage, 3 buses

On November 17, 1934,^[26] 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.^[27] 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.^[28]^[29]

Bus lines utility tax

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.^[30] 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.^[26] 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.^[31]

Sign bus franchises

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.^[32] 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.^[33]

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.^[34] 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.^[35]

Nevin routes given

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. The Q6 was awarded to Green Bus Lines while the Q1 and Q32 were awarded to Schenck Transportation Company.^[36] Green Bus' operation of the Q6 began on February 7, 1935, 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.^[37] North Shore started operating these routes on February 17.

Q6 taken over

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.^[30]

1935 NYC vs. Bee Line; more

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.^[38] 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.^[39] 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.^[40] Bee Line filed a temporary injunction to prevent the Mayor's decision from taking effect on February 16,^[41] 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.^[38]

Bus proposal attacked

Route transfer to North Shore

Queens bus probe

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.

Schenck decision

Schenck

1935 Z&M hearing

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.^[42] 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.^[43]

Bus routes approved

Routes illegal

Banned after 1935

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.^[24]

4-zone bus plan

August service check North Shore

North Shore started operating the Q17 and Q25 routes, which had been operated by the Flushing Heights Bus Corporation, on September 22, 1935.

Night service Green Line

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.

Listing of bus routes Jamaica

Bus zone plan

Fight against zone plan

Transfer request

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.^[44]^[45]

Harvey plan not received well

January 1936 petition list North Shore routes

Zones okayed two bus lines

Bus service resumed old route

Request swap franchises

Bus muddle near solution

Bee-Line new depot

Jamaica school route

Green Bus Lines depot shift

Green Line Jamaica zone

Outlaw buses

5th Avenue Coach Jamaica Zone

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.^[46]

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.^[47]

Trolley line deal

Approval delayed

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.

Green Bus route takeover

Franchise

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.

Triboro bid; Nevins sabotage

Bus sabotage

10-year Queens Blvd bus contract

Z&M takeover

Jamaica zone

Bus injunction

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.

Half-fare Green Line children

1936 Q60 Contract

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.

1937 Queens-Nassau fare lawsuit

1937 Zone plan successful Woodside

Four-zone plan

Jamaica bus offered new route

Green Line night service

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 supporters

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.

1936 ridership

1936 Q40 extension

Zone C hearing; Q10 extension

Replace dirt roads on bus routes

April 1937-Jamaica Zone chaos

Bus changes opposed

Zone B more service request

Far Rockaway service curtailed

164th Street trolley replaced by bus

Q41 permit

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

1938 North Shore Zone D

1938 trolley replaced bus

On January 30, 1938, Q5A service to Corona was discontinued.

March 1938 Q44, more, more; advertisement, more

Green Bus improvements

March 1938 Zone D criticism

Bus bill

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.

Bus muddle Mayor proposal

1938 Queens-Nassau 55 41-passenger, 4 29-passenger, 3 20-passenger buses

July 1938 hearing more

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.^[48]^[49]

1938 Schenck

1938 Green Line fight

1938 Green Line probe

1938 B23 Junction Boulevard

1938 Q21A Raunt stop

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 Q44 Vleigh; July

1938 Q15 extension

1938 Bee-Line vs. NYC

1938 ridership

1938 Route 16 to LaGuardia

1938 Route Q19B, Q39 declined

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

1939 opposition Bee Line Zone D

1939 North Shore skip-stop service

1939 request Rego Park bus shelters

1939 Schenck drop 10-cents

1939 Trolley/bus Vernon/Jackson

1939 Q44; complaints service

Better Q12/13 service ordered

1939 better service

1939 Q44 overcrowding

1939 Route B Extension

1940s

ODT service cut

1940 removal of bus stops

1940 vs. NYC, Transit Coach

1940 April 8, start Q45, reroute Q24 via 50th Av/63rd St insted 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 Q35 express

1940 Beechhurst

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 Schenck dispute

1940 Q7 increased east Baisley-run through to Farmers

1941 Kew Gardens Road

1941 change Q5A

1941 bus jams

1941 Queens Village changes, UT extension

1941 NS ordered; Q1/Q43

1941 request resumption Q31

1941 Q37 extension

1941 Fulton Street

1941 Atlantic Avenue shuttle

1941 protests

1941 Q4 extension under study

1942 reductions

1942 bus cut-discontinued Q30, Q32, more

1942 bus cuts rubber, more, more, more, more, more

1942 bus stop spacing, again, again

1942 bus traffic record

1943 NS cut, more

1943 Triboro emergency curtailment

1944 Triboro service restoration

1944 Mag article Green Bus

1945 Green Line Service fair

1945 Bayswater

1945 protest renewal North Shore

1945 Atlantic Avenue

1945 franchises; more

1946 updated franchises

1946 franchises

1946 service resumed

1946 Greenpoint-Blissville request

1947 NS bus issues, Q28 express

1947 Criticism Zone B, NS abuse

1947 Triboro requests higher fare

January 27, 1947 Schedule changes

Service added Q48

1948 more buses; more; more

1948 extension of Q3A from Springfield Boulevard/Murdock Avenue to 227th Street/113th Drive; more

1948 Q10

1948 proposal Q44A extension Glendale

1948 Triboro issue

1949 Triboro strike, emergency routes

1949 Q48

1949 Q17A extension; more

1950 B22; more

1951 new route voted Q75

1951 trolley track removal

1952 Q75

1952 franchise/route changes

1952 reroute Q42; more; more; present

Hempstead through service

Jamaica Avenue buses

Queens routes approved

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.^[50]

NYCTA operation

1952 Clearview extension study

1953 Jamaica Transit Authority vs. Green Bus

1954

1954 BUS CUT

1954 Bayside survey

1954 poor service, long lines

1956 cut Flushing; 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.^[51]

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.^[52]

1959 route changes franchise Triboro

1959 Q14 service request

1959 Q17A restored

1959 Q32

1959 Q16 extension study

1960 extension of B72; more; continued

1960 expanded bus fleet

1961 free transfer Q72

1962 Q4A

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

1964 Q31 extension

Triboro WF routes; TA

1969 Q5A Springfield Gardens High School, include 185th Street, 144th Avenue; route; 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

1985 Q45

References

^ https://books.google.com/books?id=4Bo0AQAAMAAJ&pg=RA4-PA37&dq=%22department+of+plants+and+structures%22+bus&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwj7seGQ0a6DAxVimYkEHTrvBiIQ6AF6BAgGEAI#v=onepage&q=%22department%20of%20plants%20and%20structures%22%20bus&f=false
^ https://books.google.com/books?id=zMzNAAAAMAAJ&pg=PA831&dq=%22department+of+plants+and+structures%22+bus&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwjx5vS_0a6DAxVqAHkGHaWyCAc4ChDoAXoECAoQAg#v=onepage&q=%22department%20of%20plants%20and%20structures%22%20bus&f=false
^ https://books.google.com/books?id=TIqh3moUdXwC&pg=PA442&dq=%22department+of+plants+and+structures%22+bus&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwjAsrLy0a6DAxWhODQIHWC4A9k4FBDoAXoECAgQAg#v=onepage&q=%22department%20of%20plants%20and%20structures%22%20bus&f=false
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^ "Bus Franchise Action Urged In City Hall: Harvey Cites Pending Court Action Which May Hit Queens". Long Island Daily Press. March 18, 1931. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)
^ Thirteenth Annual report for the Calendar Year 1933. New York State Transit Commission. 1934. p. 524.
^ "9 Bus Routes In Queens Win O.K. of Board: Action on Six Others Deferred—McKee Hits at Loan by the R. F. C." The Brooklyn Daily Eagle. November 11, 1932. Retrieved March 21, 2022.
^ ^a ^b "3 More Boro Bus Lines Approved. Bee, Briarwood, Transit Coach Awards Slatd". Long Island Daily Press. November 19, 1932. pp. 1, 2.
^ "Board Refused Bus Companies 5 Route Bids: Covered by Other Companies Granted Franchise, Is Ruling". Long Island Daily Press. December 13, 1932. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)
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^ "Extension Of Bus Injunction Stay Sought By City" (PDF). North Shore Daily Journal. February 18, 1933. Retrieved December 25, 2023.
^ "Fight to Halt Queens Buses Aired Friday: Jamaica Railway Sues City, 3 Operators in Franchise Battle". The Brooklyn Daily Eagle. January 25, 1933. Retrieved March 21, 2022.
^ "Queens Bus Line Must Revise Its Financial Setup". The Brooklyn Daily Eagle. January 25, 1933. Retrieved March 21, 2022.
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^ "Municipal Company Wins Bus Grant For 82nd Street". Brooklyn Daily Star. March 15, 1933. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)
^ "3 Queens Bus Firms Get Route Permits". The Brooklyn Daily Eagle. March 29, 1933. Retrieved December 26, 2023.
^ ^a ^b "City May Refuse to Issue Additional Bus Permits In Queens" (PDF). Long Island Daily Press. May 10, 1933. Retrieved December 26, 2023.
^ http://cityrecord.engineering.nyu.edu/data/1933/1933-08-24.pdf#page=31
^ "Line Offers Bus Transfer Without Cost. Jamaica - Flushing RIders Would Be Benefitted by Move" (PDF). Long Island Daily Press. August 9, 1933. p. 7. Retrieved December 26, 2023.
^ "Add Route to North Shore Bus System: Q-26 To Run From Rosewood To Queens Village; Only 2 Major Changes; Open Bids Mar. 30; Indications Are Public Well Satisfied With Present Transportation" (PDF). North Shore Daily Journal. March 7, 1934. p. 1. Retrieved January 6, 2020.{{cite news}}: CS1 maint: url-status (link)
^ "Add Route to North Shore Bus System: Q-26 To Run From Rosewood To Queens Village; Only 2 Major Changes; Open Bids Mar. 30; Indications Are Public Well Satisfied With Present Transportation" (PDF). North Shore Daily Journal. March 7, 1934. p. 2. Retrieved January 6, 2020.{{cite news}}: CS1 maint: url-status (link)
^ "Queens Bus Routes Opened To All Bidders" (PDF). North Shore Daily Journal. March 16, 1934. Retrieved December 26, 2023.
^ "2 Routes Added to Franchise List of Queens Buses: Likely to be Approved at Estimate Board Hearing on March 16". The Brooklyn Times Union. March 7, 1934. Retrieved March 21, 2022.
^ ^a ^b "Urge 4-Zone Queens Buses: Estimate Board to Study Committee's Plan Behind Closed Doors". The Brooklyn Daily Eagle. September 27, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)
^ "15 Companies Win Bus Franchises: Nevin Lines, Transit Coach Denied Permit: All 5-Year Contracts; Contain 90-Day Revocation Clause". Long Island Daily Press. November 14, 1934. pp. 1, 2.
^ ^a ^b "Mayor Is Ordered To Stop Operation of Queens Buses: Must Show Cause Monday on Failure to Enforce Laws on Franchises". The Brooklyn Daily Eagle. January 11, 1935. p. 12. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)
^ "Mayor Says He Won't Sign Bus Charters: Delays Franchises Until Plan for Municipal Control Is Aired". Long Island Daily Press. November 17, 1934. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)
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^ "Mayor Accused in Bus Battle: Queens Residents Menaced by Franchise Delay, Deutsch Charges". The Brooklyn Daily Eagle. January 11, 1935. p. 2. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)
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^ "Mayor Rebukes M'Cornmick for Trail Comment". The Brooklyn Daily Eagle. February 1, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)
^ "Green Bus Lines Take Over Nevins Route in Queens". The Brooklyn Daily Eagle. February 8, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)
^ ^a ^b "Bee Line Gets Permit To Run Its Buses". New York Daily News. February 18, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)
^ "LaGuardia Orders Bee Line To End Queens Service: Acts Because of Company's Dispute With Striking Drivers". Brooklyn Times Union. February 15, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)
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^ "Reject Pioneer Bus Owners: 4-Zone Program For Boro Turns Down Old Lines: Special Committee On Queens System Would Not 'Hamper Service': Harvey Hits Back: Boro President Will Oppose Adoption Of Report By City Board". North Shore Daily Journal. November 14, 1935. p. 1. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)
^ "Reject Pioneer Bus Owners: 4-Zone Program For Boro Turns Down Old Lines: Special Committee On Queens System Would Not 'Hamper Service': Harvey Hits Back: Boro President Will Oppose Adoption Of Report By City Board" (PDF). North Shore Daily Journal. November 14, 1935. p. 8. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)
^ {{cite news|title=Bayside West-Jamaica Bus Route To Start Again By Terms of New Franchise|date=August 5, 1936|work=North Shore Daily Journal|page=1, 2}]
^ "Bus Franchises For Queens Are Granted by City: 12-Year Old Problem Is Solved by Action of Board of Estimate". Brooklyn Daily Eagle. September 24, 1936. Retrieved January 1, 2016 – via Newspapers.com.
^ "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 :0 was invoked but never defined (see the help page).
^ "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.
^ "Bayside Asks 35th Avenue Bus Route" (PDF). Long Island Star-Journal. October 28, 1959. Retrieved December 28, 2023.

Bus Changes

Q17A, Q30 changes Google Doc

1939 status North Shore service

1940 direct Borough Hall-Flushing-Whitestone-Bronx Q44, more

1940 buses heart Jamaica

Avoid Jamaica

Francis Lewis Boulevard cut through

1944 temporary Q44 permit to Bronx-started World's Fair

Bus franchises 1945

1945 Demand improved Q26

Bus fight 1945

1945 bus franchises

Q32 shifted

Better College Point service sought

ODT service restoration 1946; more

1946 Opposition Q44 Vleigh Place terminal loop

Increased Zone D service

Q36

Q4/Q43 doubled

1946 worse NS service

New buses Vleigh Place

1947 Improved schedule, shuttle, increased Q44, Q42, Q44A; more; weekend

Green Bus Lines asks to bid on city-owned Atlantic Avenue route 1947

1947 Bus inquiry

Bus service fight

February-franchises, 5-cent fare, bus complaints

Kew Gardens bus station sought

1947 service cut

1947 poor service

Route criticism

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]

Q44A extension sought

August 1947 announcement of changes, Part 1

Q44A Union Turnpike underpass

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]

More Flushing-Jamaica service

Route defended

No change October; more

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

New buses; 25 new

5 buses added; more; more

Mayor-bus service outrageous

April 1948 transfer

Bus service issue/schedule

Q44 criticized

Melba bus aid promised

Bus turnstiles/terminal 180th

Bus transfer location shifted; more

Vote down loop operation Bell Blvd

Overnight schedule

More transfers requested

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

Request Q44A express; more

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]

Proposal change Q17A

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

All-night q26

Request change Q17A

April transfers urged

Bayside suggestion

March demands

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

Malba improvements

Bus service requests

October 1949 survey Q30

Support extension HHB

Bus u-turn hazard

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]

Legal notice extension

1949 criticism lack transfers

Willets Point bus terminal proposal

Evasion bus extension

7 bus shelters Q44 VP, more

Kew Gardens bus depot

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]

Q44A extension okayed, starts

Request Q44A express

1950 opposition Q44 VP loop

1950 start Q31A

Opposition Q12A terminal

1950 request bus spur Malba Gardens

1950 request better Q44

1950 truce Q44VP mothers

Q44VP shelters

Q12A ridership

Q17A shift requested

1951 Q30 schedule-Part 1, 2

Q44 VP-Q75 notice

1951 complaint morning Q12 service

1951 bus shelter request

1951 Q17A bus stop change

Forest Hills link urged; more

Start Jewel Avenue bus

1951 proposals

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]

Call improved Q26/27

Narrow street Q44B

1951 route 69th Road Kew Gardens Hills abandoned

Start Q65A; discuss; more

Buses added 1952

1952 Q42 franchise

1952 q17a

1952 request more Q14 service, transfer to Q44

1954 proposed extension

1954 poor bus service; probe

1954 Little Neck complaints

1954 increased Q17A

Q44 conga line

Malba extension killed

Q17A/Q30 survey

Q17A complaint

Fight discontinuation Q44B 1954

1954 overcrowded routes

1955 suggestion

Service increase demanded

Stop shift Q17A rejected

February 1956 proposal

1956 civic proposals

1956 request bus bench, more

Request reroute Q44VP, Sunday service

Lundy opposed cuts, more, again; Rice

September deny cut accusation; more

Public hearing

Move block cut

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

Board blocks cuts

Opposition cut

The change in Q26 service also took effect on February 3, 1957.^[29]^[30]

Fight N-S lines; more

Selling NYCTA routes-not halting cuts

1957 cut; more; more

Study bus cut

Low ridership-cut, conga line

Complaint Q44 service

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]

Q16 shift requested

December 1957 cuts

Late night Q12A requested

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

1959 shoppers request Q44

Shift Q44 Vleigh Place requested

1960 Q44 service, impossible add free transfers

1960 Q44 school trippers

Q12 1963 straightened route

Q12/Q13 schedule improvement 1964

1950s

1958 BKN

1960s

1960 Q44 franchise

1960 student Q44 route

1960 Whitestone bus request

Q12 sidewalk, more

1961 Q76; criticism; delay start

Protest Q76

1961 Q16 service increase

1961 request improved Malba service

1964 Q31 Extension

1964 restore Flushing terminal stops

Rochdale

WF service; Shea

Improved Q12/Q13 1964

1964 q15

1966 Flushing bus stops; more; more; BP; request; backfires; criticized; more; shelter

KGUT subway stair bottleneck 1967

B84

1969

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]

Q44A extension

1980s

1981 criticism inconsistent bus transfer policy

Bronx changes 1984

M98, BX3, BX11, BX36 1987

1990s

SE Queens 1983

Q5, Q85, Q3 1987

B61, B62, B53, B12, B49, B65, B27, B50, B69 ctd. bus cuts

cuts

B78

^ "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 1957NYCTA3 was 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.

Bus lanes in New York City

http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.175.6993&rep=rep1&type=pdf

https://books.google.com/books?id=NbnDr_0WnaYC&pg=PA37&dq=keep+new+york+moving,+stay+out+of+the+red&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwiwhYPQub3lAhXDuVkKHRGEA5sQ6AEwAHoECAMQAw#v=onepage&q=keep%20new%20york%20moving%2C%20stay%20out%20of%20the%20red&f=false

https://books.google.com/books?id=7eQCAAAAMBAJ&pg=PA108&lpg=PA108&dq=shoshana+cooper+nyc+transit&source=bl&ots=DGYpeFMgHg&sig=ACfU3U18dEjcwLrzNhVjVHaeXDDq82YNDw&hl=en&sa=X&ved=2ahUKEwiz9bedtr3lAhVSrlkKHXLPDI8Q6AEwBXoECAkQAg#v=onepage&q=shoshana%20cooper%20nyc%20transit&f=false

https://nacto.org/docs/usdg/shared_use_bus_priority_lanes_on_city_streets_agrawal.pdf

Q48 (New York City bus)

The Q48 bus route constitutes a public transit line in Queens, New York City, United States, running

Route description and service

^[1]

History

Early years

Notes

^ "Service to Glen Oaks operates weekdays only". {{cite web}}: Missing or empty |url= (help)

References

^ ^a ^b MTA Regional Bus Operations. "Q46 bus schedule".
^ "Facts and Figures". mta.info. August 28, 2011. Retrieved January 27, 2018.

External links

KML file (edit • help)

Error: KML file not found

Template:Attached KML/Kew Gardens 613/sandbox 4

KML is not from Wikidata

Media related to Q48 (New York City bus) at Wikimedia Commons

Q048 048

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 (New York City bus)

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.

https://www.flickr.com/photos/127872292@N06/48018472828/in/album-72157708973526446/

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https://www.flickr.com/photos/127872292@N06/48235982652/in/album-72157709523165712/

Q75

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.

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. {{cite document}}: Cite has empty unknown parameters: |access-date=, |url=, and |website= (help)

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.

https://books.google.com/books?id=MqLHvP69TwoC&q=service+change+%22BX41%22&dq=service+change+%22BX41%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwiPrO3Fmc3_AhVzKFkFHZQoCKcQ6AF6BAgHEAI

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://archive.nytimes.com/cityroom.blogs.nytimes.com/2012/10/11/flights-wont-change-but-bus-ride-to-la-guardia-will-get-easier/?searchResultPosition=4

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

https://web.archive.org/web/20121021061423/http://www.nyc.gov/html/brt/downloads/pdf/2012-10-lga-plan-one-pager.pdf

https://web.archive.org/web/20120915181744/http://www.nyc.gov/html/brt/downloads/pdf/110622_lga_aa_slides.pdf

https://webcache.googleusercontent.com/search?q=cache:hsjR4HgSRMoJ:https://www.nyc.gov/html/brt/downloads/pdf/2015-07-webster-sbs-service-plan.pdf&cd=23&hl=en&ct=clnk&gl=us

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 (New York City bus)

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]

Q89

https://www.flickr.com/photos/127872292@N06/48018479481/in/album-72157708973526446/

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https://www.flickr.com/photos/127872292@N06/48236192267/in/album-72157709522798411/

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]

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 Q32 was 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 (New York City bus)

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

← B29

B31 →

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

1983-B15 bus-discontinued December 1983

Trial basis September 1985-May 1986-extended through November, had been sought for 8 years

Made official November 1986-with cuts

https://www.nytimes.com/1986/11/26/nyregion/b51-bus-route-made-official-with-trims.html

Service out Manhattan Bridge closures 1987-1988

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.

https://www.wnyc.org/story/71376-the-end-of-the-line-for-the-family-on-the-b51/

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 (New York City bus)

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

← B29

B31 →

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]

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.

External links

[1] ttps://books.google.com/books?id=4Bo0AQAAMAAJ&pg=RA4-PA37&dq=%22department+of+plants+and+structures%22+bus&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwj7seGQ0a6DAxVimYkEHTrvBiIQ6AF6BAgGEAI#v=onepage&q=%22department%20of%20plants%20and%20structures%22%20bus&f=false

[2] ttps://books.google.com/books?id=zMzNAAAAMAAJ&pg=PA831&dq=%22department+of+plants+and+structures%22+bus&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwjx5vS_0a6DAxVqAHkGHaWyCAc4ChDoAXoECAoQAg#v=onepage&q=%22department%20of%20plants%20and%20structures%22%20bus&f=false

[3] ttps://books.google.com/books?id=TIqh3moUdXwC&pg=PA442&dq=%22department+of+plants+and+structures%22+bus&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwjAsrLy0a6DAxWhODQIHWC4A9k4FBDoAXoECAgQAg#v=onepage&q=%22department%20of%20plants%20and%20structures%22%20bus&f=false

[4] "Harvey Warns City May Be Without Buses: Urges Franchises Be Granted Before Stay of Writ Expires May 1". The Brooklyn Daily Eagle. March 17, 1931. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[5] "Bus Franchise Action Urged In City Hall: Harvey Cites Pending Court Action Which May Hit Queens". Long Island Daily Press. March 18, 1931. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[6] Thirteenth Annual report for the Calendar Year 1933. New York State Transit Commission. 1934. p. 524.

[7] "9 Bus Routes In Queens Win O.K. of Board: Action on Six Others Deferred—McKee Hits at Loan by the R. F. C." The Brooklyn Daily Eagle. November 11, 1932. Retrieved March 21, 2022.

[:6-8] "3 More Boro Bus Lines Approved. Bee, Briarwood, Transit Coach Awards Slatd". Long Island Daily Press. November 19, 1932. pp. 1, 2.

[9] "Board Refused Bus Companies 5 Route Bids: Covered by Other Companies Granted Franchise, Is Ruling". Long Island Daily Press. December 13, 1932. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[10] "Mayor To Sign Contracts For Local Busses Monday" (PDF). North Shore Daily Journal. February 18, 1933. Retrieved December 25, 2023.

[11] "Extension Of Bus Injunction Stay Sought By City" (PDF). North Shore Daily Journal. February 18, 1933. Retrieved December 25, 2023.

[12] "Fight to Halt Queens Buses Aired Friday: Jamaica Railway Sues City, 3 Operators in Franchise Battle". The Brooklyn Daily Eagle. January 25, 1933. Retrieved March 21, 2022.

[13] "Queens Bus Line Must Revise Its Financial Setup". The Brooklyn Daily Eagle. January 25, 1933. Retrieved March 21, 2022.

[14] "Three Bus Lines Get Certificates: Bee, Traveler's and Liberty to Operate in Queens". The New York Sun. March 15, 1933. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[15] "Municipal Company Wins Bus Grant For 82nd Street". Brooklyn Daily Star. March 15, 1933. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[16] "3 Queens Bus Firms Get Route Permits". The Brooklyn Daily Eagle. March 29, 1933. Retrieved December 26, 2023.

[NoFranchises-17] "City May Refuse to Issue Additional Bus Permits In Queens" (PDF). Long Island Daily Press. May 10, 1933. Retrieved December 26, 2023.

[18] ttp://cityrecord.engineering.nyu.edu/data/1933/1933-08-24.pdf#page=31

[19] "Line Offers Bus Transfer Without Cost. Jamaica - Flushing RIders Would Be Benefitted by Move" (PDF). Long Island Daily Press. August 9, 1933. p. 7. Retrieved December 26, 2023.

[20] "Add Route to North Shore Bus System: Q-26 To Run From Rosewood To Queens Village; Only 2 Major Changes; Open Bids Mar. 30; Indications Are Public Well Satisfied With Present Transportation" (PDF). North Shore Daily Journal. March 7, 1934. p. 1. Retrieved January 6, 2020.{{cite news}}: CS1 maint: url-status (link)

[21] "Add Route to North Shore Bus System: Q-26 To Run From Rosewood To Queens Village; Only 2 Major Changes; Open Bids Mar. 30; Indications Are Public Well Satisfied With Present Transportation" (PDF). North Shore Daily Journal. March 7, 1934. p. 2. Retrieved January 6, 2020.{{cite news}}: CS1 maint: url-status (link)

[22] "Queens Bus Routes Opened To All Bidders" (PDF). North Shore Daily Journal. March 16, 1934. Retrieved December 26, 2023.

[23] "2 Routes Added to Franchise List of Queens Buses: Likely to be Approved at Estimate Board Hearing on March 16". The Brooklyn Times Union. March 7, 1934. Retrieved March 21, 2022.

[:1-24] "Urge 4-Zone Queens Buses: Estimate Board to Study Committee's Plan Behind Closed Doors". The Brooklyn Daily Eagle. September 27, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[25] "15 Companies Win Bus Franchises: Nevin Lines, Transit Coach Denied Permit: All 5-Year Contracts; Contain 90-Day Revocation Clause". Long Island Daily Press. November 14, 1934. pp. 1, 2.

[:2-26] "Mayor Is Ordered To Stop Operation of Queens Buses: Must Show Cause Monday on Failure to Enforce Laws on Franchises". The Brooklyn Daily Eagle. January 11, 1935. p. 12. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[27] "Mayor Says He Won't Sign Bus Charters: Delays Franchises Until Plan for Municipal Control Is Aired". Long Island Daily Press. November 17, 1934. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[28] "Mayor Accused in Bus Battle: Queens Residents Menaced by Franchise Delay, Deutsch Charges". The Brooklyn Daily Eagle. January 11, 1935. p. 1. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[29] "Mayor Accused in Bus Battle: Queens Residents Menaced by Franchise Delay, Deutsch Charges". The Brooklyn Daily Eagle. January 11, 1935. p. 2. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[:3-30] "Queens Bus Lines May Be Stopped By Taxpayer Suit: City Must Show Why Vehicles Should Operate Without Franchises". Brooklyn Times Union. February 11, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[31] "Hearing On Writ To Remove Buses Delayed 10 Days". New York Daily News. January 15, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[32] "Queens Buses Start Running On 8 Routes". New York Daily News. January 27, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[33] "LaGuardia Signs Queens Bus Permit". The Brooklyn Daily Eagle. January 29, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[34] "Queens Bus Plan Due Tomorrow: Mayor's Program for Limited Dividend Corp. to Be Heard". Brooklyn Times Union. January 31, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[35] "Mayor's Bus Plan For Boro Offered Estimate Board: City Would Have 4 of 7 Directors—Municipal Operation Provided For". Brooklyn Times Union. February 2, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[36] "Mayor Rebukes M'Cornmick for Trail Comment". The Brooklyn Daily Eagle. February 1, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[37] "Green Bus Lines Take Over Nevins Route in Queens". The Brooklyn Daily Eagle. February 8, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[:4-38] "Bee Line Gets Permit To Run Its Buses". New York Daily News. February 18, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[39] "LaGuardia Orders Bee Line To End Queens Service: Acts Because of Company's Dispute With Striking Drivers". Brooklyn Times Union. February 15, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[40] "Bee Bus Routes In Queens Given To Green Line". The Brooklyn Daily Eagle. February 15, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[41] "Bee Buses Act To Block Order of LaGuardia: Ask Injunction of Edict Ordering Company from Streets Tomorrow Night". Brooklyn Times Union. February 16, 1935. Retrieved December 30, 2019.{{cite news}}: CS1 maint: url-status (link)

[42] "28 Queens Bus Lines Outlawed By Appeal Court: Decision Restraining City From Operating Seven Routes is Upheld". The Brooklyn Times Union. July 6, 1935. Retrieved March 21, 2022.

[43] "Queens Buses Get 6 Month Lease on Life". New York Daily News. July 19, 1935. Retrieved March 21, 2022.

[44] "Reject Pioneer Bus Owners: 4-Zone Program For Boro Turns Down Old Lines: Special Committee On Queens System Would Not 'Hamper Service': Harvey Hits Back: Boro President Will Oppose Adoption Of Report By City Board". North Shore Daily Journal. November 14, 1935. p. 1. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[45] "Reject Pioneer Bus Owners: 4-Zone Program For Boro Turns Down Old Lines: Special Committee On Queens System Would Not 'Hamper Service': Harvey Hits Back: Boro President Will Oppose Adoption Of Report By City Board" (PDF). North Shore Daily Journal. November 14, 1935. p. 8. Retrieved January 2, 2020.{{cite news}}: CS1 maint: url-status (link)

[46] {{cite news|title=Bayside West-Jamaica Bus Route To Start Again By Terms of New Franchise|date=August 5, 1936|work=North Shore Daily Journal|page=1, 2}]

[BklynEagle-QnsBusFranchise-Sept1936-47] "Bus Franchises For Queens Are Granted by City: 12-Year Old Problem Is Solved by Action of Board of Estimate". Brooklyn Daily Eagle. September 24, 1936. Retrieved January 1, 2016 – via Newspapers.com.

[48] "Local Bus Route Taken Over By New Operator". The Leader-Observer. November 19, 1936. p. 8. Retrieved January 10, 2016.

[:0-49] Cite error: The named reference :0 was invoked but never defined (see the help page).

[SpringfieldStart2-50] "Approve Springfield Buses Climaxing 21 Month Campaign". Bayside Times. April 6, 1950. p. 1, 7.

[51] "TA Defers Plan For Bus Line" (PDF). Long Island Star-Journal. August 27, 1954. Retrieved December 28, 2023.

[52] "Bayside Asks 35th Avenue Bus Route" (PDF). Long Island Star-Journal. October 28, 1959. Retrieved December 28, 2023.

[53] "3 Communities Petition For Harding Blvd. Buses" (PDF). Long Island Star-Journal. July 15, 1947. Retrieved April 6, 2022.

[:5-54] "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.

[1947Changes-55] "Jamaica to Get New Bus Lines". New York Daily News. August 29, 1947. Retrieved June 30, 2019.

[BOT-1949-56] Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.

[57] "Celebration to Be Staged For Harding Blvd. Buses" (PDF). Long Island Star-Journal. September 2, 1947. Retrieved April 6, 2022.

[1947Extension-58] "2 Bus Routes Extended, Schedules Advanced, City Board Announces" (PDF). Bayside Times. September 4, 1947. Retrieved April 6, 2022.

[59] "Q-17A Bus Route Extension Demanded in Bayside Heights" (PDF). Long Island Star-Journal. September 8, 1947. Retrieved April 6, 2022.

[60] "Riders Wail Over Ordeals Of Q-17A Bus Transfer" (PDF). Long Island Star-Journal. September 10, 1947. Retrieved April 6, 2022.

[61] "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.

[62] "Fresh Meadow Buses" (PDF). Long Island Star-Journal. September 6, 1949. Retrieved April 6, 2022.

[63] "Call for Bus Hearing Has Hillcrest Puzzled" (PDF). Long Island Star-Journal. November 15, 1948. Retrieved April 6, 2022.

[64] "Better BusService" (PDF). Long Island Star-Journal. November 5, 1948. Retrieved April 6, 2022.

[Q31Transfer-65] "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.

[66] "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.

[67] "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.

[68] "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.

[69] "Appeal Made to Extend Bus Line to Flushing" (PDF). Long Island Star-Journal. July 27, 1949.

[70] "Queens Bus Service Extension". The New York Times. August 18, 1949. p. 23. Retrieved July 24, 2018.

[71] "Seek All-Night Q-17-A Service" (PDF). Bayside Times. October 20, 1949. Retrieved April 6, 2022.

[72] "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.

[73] "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.

[74] "More Buses to Make Cross-Borough Run" (PDF). Long Island Star-Journal. March 30, 1950.

[75] "Riders Using Q-30 Line May Get Extra Service" (PDF). Long Island Star-Journal. August 16, 1951. Retrieved April 6, 2022.

[76] "Bus Extension Asked for Thousands in New Area" (PDF). Long Island Star-Journal. October 30, 1951. Retrieved April 6, 2022.

[1956NYCTA-77] "TA Shuffles Bus Setup for Speed". New York Daily News. November 30, 1956. Retrieved April 6, 2022.

[78] "Civics Fight Bus Changes". New York Daily News. December 14, 1956. Retrieved March 20, 2022.

[:27-79] Transit Record. New York City Transit Authority. 1957.

[1957NYCTA3-80] Cite error: The named reference 1957NYCTA3 was invoked but never defined (see the help page).

[LIStar-BusCuts-Feb21957-81] 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.

[LIStar-QnsBusChanges-1957-82] "Buses" (PDF). Long Island Star-Journal. Fultonhistory.com. February 2, 1957. p. 2. Retrieved January 9, 2016.

[83] *"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.

[84] "Buses" (PDF). Long Island Star-Journal. Fultonhistory.com. January 31, 1957. p. 2. Retrieved June 30, 2019.

[84] "Mothers to Barricade New Bus Street" (PDF). Long Island Star-Journal. February 1, 1957. p. 1. Retrieved June 30, 2019.

[85] "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.

[86] "Q17A Buses Are Returning To Old Route". New York Daily News. July 29, 1959. Retrieved April 6, 2022.

[87] Rabin, Bernard (July 18, 1974). "Safety Steps for Death Corner". New York Daily News. Retrieved April 6, 2022.

[Q46GlenOaks-88] "Service to Glen Oaks operates weekdays only". {{cite web}}: Missing or empty |url= (help)

[Q46Sched-89] MTA Regional Bus Operations. "Q46 bus schedule".

[90] "Facts and Figures". mta.info. August 28, 2011. Retrieved January 27, 2018.

[Q75Sched-91] MTA Regional Bus Operations. "Q75 bus schedule" (PDF).

[BklynEagleQ75-19522-92] "New Queens Bus route Hailed: Welcome Service to Park Area". Brooklyn Daily Eagle. May 4, 1952. Retrieved September 16, 2015 – via Newspapers.com.

[LIStar-QnsBusChanges-19572-93] "Buses". Long Island Star-Journal. Fultonhistory.com. February 2, 1957. p. 2. Retrieved January 9, 2016.

[94] Butler, William (September 11, 1979). "TA to aid Q-75 bus backers". New York Daily News. Retrieved June 30, 2019.

[95] "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.

[96] Achelpohl, Scott (December 20, 1990). "TA Cuts Threaten Bayside's Q75 Bus". Little Neck Ledger.

[97] "NYC Transit Committee Agenda May 1994" (Document). New York City Transit. May 16, 1994. {{cite document}}: Cite has empty unknown parameters: |access-date=, |url=, and |website= (help)

[Q89_Schedule-98] "Q89 Bus Schedule" (PDF). Metropolitan Transportation Authority. 2008. Retrieved September 30, 2015.

[MTARoutesDec20023-99] "Queens Bus Map: Notes" (PDF). mta.info. December 2002. Archived from the original (PDF) on March 23, 2003. Retrieved July 6, 2015.

[CCNY-GreenLinesAnalysis-2000-100] "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.

[MTA-QnsBusMap-19992-101] "Queens Bus Map" (PDF). nycityhealth.com. Metropolitan Transportation Authority. September 1999. Archived from the original (PDF) on September 16, 2015. Retrieved July 6, 2015.

[Q32-102] Cite error: The named reference Q32 was invoked but never defined (see the help page).

[BklynStar-Q32-Jul1925-103] 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.

[:32-104] 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.

[Sparberg20142-105] 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.

[NYCTA-Facts-19792-106] "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.

[NYTimes-5Av-FullService-Mar2219622-107] Sibley, John (March 22, 1962). "City Seizes Buses; Full Service Due 6 A.M. Saturday" (PDF). The New York Times. Retrieved September 6, 2016.

[:74-108] December 1989 Queens Bus Map. New York City Transit Authority. December 1989.

[:92-109] "Queens Bus Map 1985" (Document). New York City Transit Authority. 1985. {{cite document}}: Cite has empty unknown parameters: |access-date=, |url=, and |website= (help)

[110] "South Jamaica Gets New Bus Route". The New York Times. September 2, 1969. Retrieved August 2, 2018.

[111] Annual Report. Metropolitan Transportation Authority. 1969. p. 24.

[112] "Queens Issue". Motor Coach Age (April-May 1977). 1977.

[113] Fisher, Franklin (March 28, 1986). "Bus may go to new center". New York Daily News.

[MTARoutesDec20022-114] "Queens Bus Map: Notes" (PDF). mta.info. December 2002. Archived from the original (PDF) on March 23, 2003. Retrieved July 6, 2015.

[115] Rabin, Bernard (April 23, 1986). "Q-9A, new route, starts soon". New York Daily News.

[116] "New Green Bus Line Gets The Light". Long Island Forum. April 19, 1986.

[NYTimes-165thStService-19892-117] "Queens Merchants Win More Bus Service". The New York Times. March 17, 1989. Retrieved July 1, 2015.

[:73-118] December 1989 Queens Bus Map. New York City Transit Authority. December 1989.

[:122-119] "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.

[MTA-NYCTBusChanges-Apr2008-120] "NYC Transit: Bus Service Advisories Queens". Metropolitan Transportation Authority. April 2008. Archived from the original on April 24, 2008. Retrieved January 4, 2016.

[121] ttps://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

[122] "1969 Brooklyn Map".

[123] Heller Anderson, Susan; Dunlap, David W. (June 25, 1985). "NEW YORK DAY BY DAY; . . . Bridge Experiment". The New York Times. Retrieved December 30, 2015.

[124] "MTA NYC Transit Bus Information". mta.info. Metropolitan Transportation Authority. April 2006. Archived from the original on April 10, 2006. Retrieved August 2, 2018.

[2010cuts-125] 2010 budget crisis information, archived February 25, 2011

[126] * 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.

[128] NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.67.

[129] NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.68.

[130] NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.69.

[131] NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.68.

[132] NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.68.

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v t e Bus routes in Queens
Current local routes	Q1 Q2 Q3 Q4 Q5 Q6 Q7 Q8 Q9 Q10 Q11 Q12 Q13 Q15 Q16 Q17 Q18 Q19 Q20A Q20B Q21 Q22 Q23 Q24 Q25 Q26 Q27 Q28 Q29 Q30 Q31 Q32 Q33 Q34 Q35 Q36 Q37 Q38 Q39 Q40 Q41 Q42 Q43 Q44 Q46 Q47 Q48 Q49 Q50 Q52 Q53 Q54 Q55 Q56 Q58 Q59 Q60 Q64 Q65 Q66 Q67 Q69 Q70 Q72 Q76 Q77 Q83 Q84 Q85 Q88 Q100 Q101 Q102 Q103 Q104 Q110 Q111 Q112 Q113 Q114
Current express routes	QM1 QM2 QM3 QM4 QM5 QM6 QM7 QM8 QM10 QM11 QM12 QM15 QM16 QM17 QM18 QM20 QM21 QM24 QM25 QM31 QM32 QM34 QM35 QM36 QM40 QM42 QM44 X63 X64 X68
Former routes	Q14 Q22A Q44B Q45 Q74 Q75 Q79 Q80 Q86 Q89 Q99 QM22 QM23 X32 X51

Revision as of 12:53, 28 December 2023

NICE Bus changes

Subway requests

Vans

School bus

Express bus

Bronx bus

Brooklyn bus

Bus Nassau

Bus Westchester

Zoning

Miscellaneous

Highways

Street widenings

Sources

Flushing bus terminal

Bus routes in Manhattan

NYCTA bus

Bus depots

Bus routes in Brooklyn

Streetcars in Queens

Bus routes in Queens

DP&S

Requests bus service

Creation of bus companies

1910s

1920s: Fight over bus franchises

1931 franchise proposal

1932 report and one-year franchises

1934 to 1935: Fight to keep service operating

1935 to 1939: Zone plan

1940s

NYCTA operation

Private operations

References

Bus Changes

1950s

1960s

1970s

1980s

1990s

Bus lanes in New York City

Q48 (New York City bus)

Route description and service

History

Early years

See also

Notes

References

External links

Things I will add once I have proper referencing

Q75 (New York City bus)

Route description and service

History

Start of service

Service cuts and discontinuation

See also

References

External links

Bx41

History

Select Bus Service

Incidents

Q89 (New York City bus)

Route description and service

First use

Second use

History

First use

Second use

See also

Notes

References

External links

B15 (New York City bus)

Route description and service

History

See also

Notes

References