User:Kew Gardens 613/sandbox 4

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
HUB

Stop rebalancing

Proposed shuttles

Fall 2020

January 2021

January 2, 2022

June 2021 N88x

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

Livonia SE Queens

Vans
Vans

School bus
Parents fight keep private buses 1960

Express bus
X61

Bronx bus
Redesign; more; more

1970 QBX1

Brooklyn bus
5/8/1952 article plan cut weekend Grand St service 1958 cut

B12 change; 1954; more-eliminate portion through Liberty Avenue between Pennsylvania Avenue and Sheridan Street-paralleled by B22, ESTABLISH FREE TRANSFER, end B12 Alabama/ENY Avenue

1960 B61-back old route Myrtle

1960 Dyker Heights Shuttle

Bergen Beach survey

Verazzanno

1949 B54/B66

Bergen Street trackless 1948

1949 B10, Union Street Line, B70

3.5 year report 1949

1948 B45, B47, B48, B12, B33 reroute/extension, B62; more

Approved August 1948-trolley pole

1940 conversion, including B33; more

August 1965 BMT Trolley Routes 1940-1956 Part I

1946 Improvement Third Avenue Line; proposed reroute Hamilton Avenue Line

August 1969

October 1969

Brooklyn trolleys December 1969 ERA Nassau Electric Railway

Chronological changes October 1970 ERA

February 1970

Brooklyn City Railroad April 1970 (including B33)

June 1970

1954 Queens/Brooklyn

B22 start 1945; more; more

1948 transfer bus

1941 B26, B33, B47

1950 B27

1954 B27

1955 B27

1996 B57/B61

Systemwide changes
1987 cuts

Bus Staten
1951 bus shuttles

1983

Bus Manhattan
1966 Route 5

1998 M72

1962 Village Barnes; 1963 Wash Sq

1997 M27/M50; more

Bus depots
1950 Ulmer, Flatbush

Bus stops
SI 2024

Bus Nassau
Rockville Centre

N31/N32 2000

2000 cuts

1972 purchase

1975 N58

1976 Great Neck transit center, route changes

1976 fare; more

Bus Westchester
Franchise East Fourth Street

Merge Lines one unit

5th Avenue

Wall

1987 cut reversed

Growing ridership

Zoning
1947 Little Neck; more; more

1946 Forest Hills; more

1950 Flushing

1935 Hempstead

1935 St. Albans

Kew Gardens

Miscellaneous
Zone service LIRR St. Albans

Jamaica PA

Move lack freight siding Queens

Bayside LIRR overbuild

Subway flash flood 1949

1930 Jamaica third track

One-hour parking KG side streets

St. Albans grade separation

Dangerous steinway tunnel

Change Interboro

1927 Flushing el repairs

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

Astoria Boulevard

Failure Kissena

Jewel

Homelawn Avenue

Main Street extension; more

Springfield Boulevard; more; more

Farmers Boulevard

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

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= Flushing bus terminal = 1951; more

1954 terminal

1929

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1929

1950

1949 shift

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

B29 1954

1977 cut

1963 Court St 1-way

1975 cut

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= Streetcars in Queens = 1899 Flushing to Jamaica

1918 hearing

1930 fire, double-track

= Bus routes in Queens =

Maps
1960

1948

1936

Streetcar

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.

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.

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.

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

Q19 Start Triboro

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

Ridgewood

Steinway

Myrtle Avenue

Elmhurst

Woodside-Manhattan

Glendale

College Point

Borden Avenue

21st Street

Woodside 1925

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

1920 strike replacement Q60

1921 request two-fare zones Metropolitan

1920s: Fight over bus franchises
1922 bus permits

1922 201 bus line plan

1922 $25 million buses

1922 List NYC bus routes

1922 South Ozone Park-Richmond Hill

1922 dispute Grand Avenue bus

1923 DPS routes; more

1925 Queens-wide franchise; more

1925 Grand Avenue bus

1925 Bus plan Google Books

1925 Merrick improvement

1925 North Jamaica Parsons bus

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 bus protest

1926 notice Systems A and B; specific routes

1926 oppose bus zones

1926 Bee Line

1926 request five-cent fare Jackson Heights-Elmhurst

1926 buses back Springfield; Bee express Freeport

1926 Bus system comprehensive-System A to G; more

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

1927 investigation North Shore Traction

1927 Terminate bridge Roosevelt

1927 bus deadlock

On June 29, 1927, the Board of Estimate took no action on addressing the bus situation in Queens at a special bus hearing. An agreement on the awarding of franchises for buses was considered to be far off, except for granting right-of-way to Equitable Coach or another company to operate crosstown bus routes in Manhattan.

1927 franchises

1927 new service; more

1927 hearing

1927 Flushing

1927 Bee-Line St. Albans

1927 Tri-Boro bus plan

1927 Bus bidding

1927 Crowded buses

1927 Rosedale five-cent

1927 Ask Rosedale line

1927 Flushing Rauschwerger

1928 Merrick Rd permit

1928 Astoria bus franchises; Equitable Coach

1928 Astoria, East Elmhurst bus

1928 Flushing-Bayside sought

1928 New Bayside bus

1928 Murray Hill franchise

1928 express Little Neck Manhattan

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; more

1929 Bayside Avenue bus

1929 Z&M taxpayer suit

1929 Rockaway Blvd bus

1929 Flushing-Bayside reroute onto Northern

1930 BMT bid

1930 North Queens bus situation

1930 NS extend Manhattan bus; more-Kew

1930 Whitestone express

1930 franchise meeting

1930 delay franchises

1930 Q17 route

At the end of January 1930, operation of the Q21 between Rockaway and Liberty Avenue resumed, after the request of residents of Ozone Park, with service operated by the city. Service had been discontinued on January 1 due to a poor financial return, after being implemented in 1928. The route had been more successful in the summer. The DP&S received a petition to have buses on Rockaway Boulevard terminate at Liberty Avenue and Woodhaven Boulevard instead of at Liberty Avenue and 102nd Street.

1930 request Middle Village replace trolleys

1930 request replacement Northern Boulevard trolleys

1931 opposition zone fares

Flushing-Bayside criticism

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 Franchise

1931 bus hold up

1931 Back NS

1931 bus hearing

1931 independent operations

1931 Whitestone

1931 Flushing Heights

1931 bus routes, plan

On January 28, 1931, the Transit Commission granted the New York and Queens Railway Company an extension on its ability to charge six-cent fares on its three trolley lines until June 30, 1931. This fare level was adopted on June 16, 1924 to help liquidate its obligations as it had entered receivership.

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.

Endorse Transit Coach

On June 19, 1931, Aldermanic President McKee announced that only two franchises would be awarded for the 31 bus routes in Queens, split into two zones. July 10 was set as the date for a public hearing for petitions for franchises from Jamaica Bus Lines and the North Shore Bus Company. Borough President Harvey supported McKee's proposal after having previously stated that he would favor granting franchises to local bus companies. He had stated that his main intention was to keep the BMT out of Queens.

In July 1931, Borough President Harvey sent a letter to the Rosedale Board of Trade that stated that Rosedale would be carefully examined in regard to bus franchises. The Board had recommended that the Q5 be extended from Rosedale station via Rosedale Avenue, 250th Street, and Hook Creek Boulevard to Merrick Boulevard and operate at a five-cent fare instead of a ten-cent fare. They also noted that route Q5A, which was operated between Huxley Street and Jamaica by Transit Coach Company was not included in Harvey's recommendations for bus franchises to the Board of Estimate, and recommended its inclusion.

Civic leaders bus plan; more

Queens bus unit

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.

Walker

1932 report and one-year franchises
February Whitestone bus NS

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 April McKee

1932 April franchises

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

March McKee; more; proposed reroutes; more

Bus franchises

April 1932 delay bus contract; more

Bellaire bus

Decide issue

Delaney report

Whitestone

Taxpayer suit, better terms

Injunction without-may stop

May bus fight

May petitions

Jamaica buses, policies

On May 31, 1932, Jamaica Bus Company announced it would present a petition signed by 18,255 riders of Jamaica Central Railways trolley lines to the Board of Estimate, recommending that the company get the franchise for bus routes in southern Queens. The company had been one of the two favored petitioners, along with North Shore, for franchises in Queens until Borough President Harvey, Aldermanic President Joseph V. McKee, and Controller Berry stated their opposition. After bidding was opened by the Board of Estimate, the two companies submitted bids more favorable to the city.

Z&M finances

NS injunction

Bayside-JM two fare

October bus showdown

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.

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.

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.

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

1932 Triboro Coach history

1932 201st Street bus protest

October 1932 College Point plan

Jamaica bus route frequencies

Rosedale franchise request

November 1932 hearings

Bus grant-Q19, Q18, Q24; more

November franchises, Briarwood

1932 request continuance of Q29

9 franchises awarded

Bee Line deny strike

Nassau Schenck extension denied; more

NS hearing

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. 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.

December award

January 1933 lefferts bus

Bus ridership

Start Q19

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.

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.

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

1933 Ask favor NS, if not trolley

On January 24, 1933, New York Supreme Court Justice Mitchell May signed a show cause order, and on January 27, Supreme Court Justice James A. Dunne would begin to hear arguments on the Jamaica Central Railway's application for a temporary injunction to restrain Travelers Bus Lines from operating the Q10 route, Green Bus Lines from operating the Q21 and the Q22 routes, and Billow Bus Lines from operating the Q9 route, and that the city restrain from hearing their applications for certificates of convenience and necessity. The hearing for Billow Bus Lines had been set for January 25, the hearing for Green Bus Lines had been set for January 26, and the hearing for Travelers Bus Lines had been set for January 30. These routes had been granted franchises by the city in December 1932. The attorney for the plaintiff said that the injunction, if granted, would affect all other city bus lines. The Jamaica Central's complaint was that the Board of Estimate failed to inquire as to whether the compensation to be paid by the three companies to the city for their bus franchise contracts was arbitrarily set at ten percent when the Board knew or should have known that that level of compensation could not be paid without having the defendant bus company operate at a loss, which would result in a default to the city or in unsafe, poor, and inadequate bus operations.

City fights writ

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.

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. Municipal operated a bus route along 82nd Street in Jackson Heights.

Franchise application Queensboro Hill, Z&M

Bus franchise fight Supreme Court

Q20 franchise

New Beechhurst express stop

Through service Queensboro Hill-College Point;

Nevins routes needed

Bee-Line fights petition

Attack Liberty Bus

On February 15, 1933, Bee Line stated its opposition to Transit Coach Bus Lines's application for a certificate of convenience and necessity for its competing Q5A route along Merrick Boulevard to Rosedale. Transit Coach's route branched off Merrick Boulevard at Springfield Boulevard and continued to Rosedale via streets to the west of Merrick Boulevard, while Bee Line's route ran directly along Merrick Boulevard. The counsel for Bee Line said that it would be wasteful to allow both companies to operate along Merrick unless they agreed to a non-competitive agreement. Transit Coach had been in existence sine January 12, 1933, but had operated the route for three years under a different name. At the same meeting, counsel for Steinway Railways opposed the application by Triborough Coach Corporation for routes in Astoria due to concerns about competition, and the subsidiary of the BMT that operated the trolley on Jamaica Avenue complained that operating buses in Downtown Jamaica on that avenue would lead to major traffic congestion.

2 lines to get franchises

Q10/Q37 bus franchise battle

NS Queensboro Hill; more

NS extend Flushing express to Manhattan

Nevins-Queens

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.

March 1933 permit NS

Back Nevins-Queens, reroute Flushing

NS Flushing terminal

Travelers/Orange battle

Q2

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.

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.

Schenck Transportation Company was granted a one-year franchise for the Q36 on May 25, 1933, and received certification for the route from the Transit Commission on June 24, 1933.

New York City granted Queens-Nassau Transit Lines a one-year franchise to operate the Q34, and the Transit Commission granted it a Certificate of Public Convenience and Necessity for it on July 1, 1933.

On June 27, 1933, the Mayor signed contracts with North Shore for the Q20 and Q35. Certificates of Convenience and Necessity were issued to Kings Coach on June 14 for the Q29, on June 21 to Schenck for the Q36, and on June 28 to Queens-Nassau for the Q34. At the end of June, certificates still needed to be issued for the Q31, Q20, and Q35.

Bayside West controversy

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. On August 11, the Transit Commission put off a decision until August 16th. The counsel for the NY&QT had stated that the operation of the bus routes would reduce revenues on its trolley between Jamaica and Flushing by 50 percent.

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

On January 17, 1934, the Springfield Gardens Board of Trade recommended the extension of bus service on the Bee-Line route from Queens Village station along Springfield Boulevard to Rockaway Boulevard to connect with the Jamaica Buses route to Far Rockaway.

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.

1934 to 1935: Fight to keep service operating
On January 15, 1934, Harvey sent a message to the Board of Estimate recommending the renewal of existing franchises held by independent companies for five years, and that a general policy be created in regard to the length and terms of all franchises in Queens. Some contracts had already expired, meaning some routes were running illegally. Harvey said that a payment of 10 percent of gross receipts to the city was excessive. On the same date, Queens-Nassau Transit Lines filed an application with the Board of Estimate for the Q17, Q25, Q30, and Q34 bus routes. Its application included 37 free transfer points between these routes and its trolley lines. There are already were free transfers from the Q34 to trolley lines since it started operation in 1933. In addition, the Ozone Tudor Civic Association demanded the extension of Jamaica Buses' Ozone Park route along Liberty Avenue from 101st Street to 75th Street. The group noted that the Liberty Avenue streetcar, which the bus route had replaced several months prior, ran all the way to 75th Street.

On February 21, 1934, the Long Island Daily Press learned that the Queens bus report would be submitted to the Committee of the Whole in an executive session. It would recommend awarding five-year franchises to existing bus operators, and maintaining the existing five-ent fare with transfer privileges. Aldermanic President Bernard Deutsch wanted a return of 10 percent to the city, while Borough President Harvey wanted a six percent return. The paper also reported that one new short North Shore route, and several additional routes in Central Queens would be recommended.

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.

1934 Springfield route

1934 franchises

1934 illegal route descriptions

Bus transfer plan; more; more

Jamaica Buses franchise

Independent bus transfer system urged, Q10 extension, Q37

Bus trips Jamaica; more

Bee-Line extension requested

February 1934-5-cent fare

Revise Q24 request

Bus routes 1934

Bus report

March 4, 1934

Prevailing wage bus contract bids

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

Delay franchise

High marks bids

Kings Coach

Municipal bus

1934 Franchise Rockaway Boulevard; new LIC-Ridgewood

1934 permits

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.

5-year grant sought

April hearing

City lose franchise delay

Q26 added North Shore

Q25 extension

Request 114th Avenue bus, extend Q29 to IND

St. Albans bus

April bus bidding

April hearing-Q31/Q17 combine, etc.

Refuse Nevins franchise

Jamaica loses injunction

May NS

Bus meeting

June 1934 Bee-Line conference

Bayside, Whitestone bus

July changes protest

August Jamaica bus injunction

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.

Delay Bee Line franchise

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Flushing bus

Grant franchise to NS request

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.

franchises

Delay franchises

Local boards

Routes

Franchises

Bus lobbyist accusation

1934 S&C garage, 3 buses

On November 17, 1934, 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. 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.

Queens-Nevin

On December 21, 1934; more

Bus lines utility tax

Bus muddle, more

Flushing bus fight

Queens bus issue

Nevin; more

College Point bus

Jamaica Bus

Bus hearing clash

Deny applications

Bus vetoes

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. 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. 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.

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. 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.

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. 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.

Bus proposal attacked

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, since numerous complaints were made from many different people about its service and equipment, and since Green Bus had enough equipment to take over the Q6 immediately. The Q6 was awarded to Green Bus Lines, while the Q1 and Q32 were awarded to Schenck Transportation Company. Green Bus' operation of the Q6 began on February 7, 1935 on a temporary basis, but the Board of Estimate did not yet take final action on the franchise. At the time, Queens-Nevin was still operating the Q1 and Q32 routes. Queens-Nevin did not inform all of its drivers about the order and ten showed up for work, and, as such both Nevin and Green Bus Line routes were running along the Q6. The company had been approved for a franchise for the route, but final action would be taken at a March 1 hearing. Schenck was not ordered to take over the Q1 and Q32 since it did not yet have enough buses to operate the routes. Green Bus Lines put 25 new buses into operation on the route, though only 16 were needed. 32 Nevin drivers were kept to operate the service. The company had 14 buses under a year old, in addition to the 25 new buses, and had 122 buses from its Manhattan services that were awarded to Comprehensive Bus Company and New York Omnibus Company.

On February 8, North Shore took over the Q1 and Q32 routes on an emergency basis, using 15 of its buses. Nevin had used 12 buses on the routes. North Shore offiicials said they were willing to continue operating the routes at its original bid of a 13.75 percent return, which was greater than Schenk's bid of 10 percent.

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.

1935 NYC vs. Bee Line; more

Green takes over Bee Line

1935 NUMBER THE BUSES

1935 Green Line Depot

Bee Line

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. 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. 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. Bee Line filed a temporary injunction to prevent the Mayor's decision from taking effect on February 16, 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.

Nevin Green, Schenck

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

1935 Jamaica to Jackson Heights

On July 5, 1935, the Appellate Division of the New York State Supreme Court issued a decision reversing Justice Lockwood's denial of a Writ Of Mandamus that directed the city to legalize the operation of 28 bus lines in Queens, including the Q29, that had been operating under temporary permits, with some operating under expired franchises. The court found that New York City was without authority in operating its own bus lines absent an express statute or legislative authority, and that the routes had to be franchised. However, it stayed its own decision, permitting the city to take time to resolve the issue. 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.

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.

1935 Schenck Q36/Q43 Nassau

Ban unfranchised operators

4-zone bus plan; more

August service check North Shore

North Shore Transit Commission; more

Bayside west frequency

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

October 1935 full fare student Flushing Heights

Poor service Bayside

1935 NS new timetables

Night service Green Line; not implemented?

In October 1935, the New York City Board of Estimate approved a plan to divide Queens into four zones for bus operating franchise purposes in order to relieve traffic in the borough. With the new zone setup, one company would be awarded the franchise in each zone, with any remaining smaller operations acquired by the larger company. Zone A would cover Long Island City, Zone B would cover Flushing, Zone C would cover Ozone Park, Woodhaven, Richmond Hill, and the Rockaways, while Zone D would cover Jamaica.

Listing of bus routes Jamaica

Bus zone plan

Fight against zone plan

Transfer request

QH September 11, 1935

Delay action

On September 27, 1935, the report of the Queens Bus Committee was presented to the Board of Estimate. It recommended the awarding of bus franchises on a ten-year basis in a four-zone system, with one operator in each zone. The city's return would be 7 percent in the first two years, and ten percent in following years. A committee would be appointed to hold hearings, and recommend the selection of routes and operators, with the four operators to be chosen from those operating routes at the time. The first zone would be bounded by the border with Brooklyn, the Interborough Parkway, the Grand Central Parkway Extension and the Flushing River, the second would be bounded by the Grand Central Parkway Extension, Grand Central Parkway, and the Nassau County Line, the third zone would be bounded by the Interborough Parkway, Queens Boulevard, New York Avenue, and the Nassau County Line, while the fourth zone would be bounded by the Grand Central Parkway, Queens Boulevard, and New York Avenue.

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.

Stalled fight oust Bee

Walsh ban suit

Invite non-Queens operators

Harvey plan not received well; more

1936 franchises; named, https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2520-%25201403.pdf more]

North Shore ridership, oppose Bayside-Jamaica Line proposal; more

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LIC Zone

Bus committee report

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

1936 March trolley replace ask; more

Walsh charge favoritism

1936 Jamaica-Corona; more

Bus replace streetcar

Bayside HS

Harvey position Flushing Zone

March delay vote

Retrial Bee Line; bus suit

On April 25, 1936, the special bus committee of the Board of Estimated stated that it would considering giving the franchise to Zone D to either North Shore or Green Bus Lines, which would be contrary to the original plan to have no company operating in more than one zone. Reconsideration of the two companies for this zone came after Mayor LaGuardia demanded that the committee recommend an operator for it as soon as possible. The committee had delayed recommending an operator for Jamaica since the independent operators could not agree which should take over the services of the others. Schenck and Z and M both wanted the franchise, while LaGuardia had ruled out Bee Line. Jamaica Buses had the most profitable routes in the zone, and got a 25-year franchise for them in exchange for giving up its trolley routes, and did not want to take over the whole zone.

Improvement Queensboro Hill

Sue NY&QT

Green Line Jamaica zone

Outlaw buses

Jamaica zone

5th Avenue Coach Jamaica Zone

Bee Line New Depot

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.

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.

On September 25, 1936, at a meeting of the Board of Estimate, an agreement was announced between the New York and Queens Transit Corporation (NY&QT), the city, and the North Shore Bus Company, which had just won the franchise for the Flushing zone for ten years. As part of the agreement, NY&QT would convert its streetcar routes between Woodside and Flushing and College Point and Jamaica to bus routes. The agreement was expected to be submitted to the city the following week, and be signed within a week. As part of the agreement, two new bus routes would be created between Flushing and Jamaica, two new streets would be created between those locations, and Northern Boulevard would be improved between the World Fair and Main Street and Flushing. One of the bus routes would be the Q25, running from College Point to Jamaica Avenue and Parsons Boulevard via Kissena Park, 164th Street, and Queens General Hospital, to be operated by the New York and Queens. The other two would be operated by North Shore. One route would run from Van Wyck Boulevard or Sutphin Boulevard in Jamaica to Hillcrest, and then via an extension of Main Street to Flushing and College Point. The other would run from the subway in Flushing to Jamaica Avenue and 168th Street via Kissena Boulevard, Horace Harding Boulevard, Fresh Meadow Road, and Homelawn Avenue. The NY&QT would give up its private right-of-way corresponding to 164th Street to the city, which the city would turn into a street. The NY&QT trolley routes would be turned into bus routes by January 1. The city agreed to drop litigation pending to determine the validity of NY&QT's trolley franchises. As part of the deal, a temporary Flushing to Jamaica route was agreed upon for the NY&QT. The Main Street extension would be implemented within nine months, with a temporary route to be decided upon for the Main Street bus in the interim. North Shore would continue to operate its Q25 route between Queens General Hospital to Flushing. The Board of Estimate voted on a tax note appropriation of $4,000 for the preparation of plans for a bridge to carry the extension of Main Street over Grand Central Parkway.

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.

NS approval criticized

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.

On November 26, 1936, John Walsh lost another taxpayer's suit when Supreme Court Justice Leander Faber denied his motion to refrain the Board of Estimate and the Mayor from implementing the three franchises under the four-zone bus system that were already issued. Walsh had alleged that they had entered into a conspiracy to limit bidding in the awarding of franchises and that they had failed to investigate the financial standing to the three successful companies. ; MORE

Triboro bid; Nevins sabotage

Bus sabotage

10-year Queens Blvd bus contract

Z&M takeover

Jamaica zone

Bus injunction

November 1936 Q60, Q44

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

1936 Pave bus routes

1936 school tickets NS

On December 30, 1936, Manhattan & Queens Bus Corporation obtained a ten-year franchise for the Q60, which was certified by the Transit Commission on April 7, 1937. Service on the route began on April 17, with the discontinuation of New York & Queens Traction Corporation trolley service.

halt operation for Q38, Triboro takeover

Q39 Triboro takeover, half-fare students, larger buses

Advertisement Triboro start Q29, Q38, Q39

1937 Queens-Nassau fare lawsuit

1937 Zone plan successful Woodside

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

On January 7, 1937, Green Bus Lines started 20-minute night service on the Q7 route, in accordance with an order of the Transit Commission. The company also was prepared to implement another order–to place 35 new buses on its routes within 60 days. The orders were made after the Joint Bus and Transportation Council of Southern Queens had stated that the company had cut service on the Q7 route after it got the route as part of the four-zone plan. The council had also requested that night service be implemented on the Q11 and Q37 routes, and that night service be increased on the Q6. Q9, and Q10 routes from operating every 60 minutes to every 20 minutes.

On January 7, 1937, the Special Committee on Queens Buses was expected to give is approval to a proposed extension of the Q110 route of Jamaica Buses by about a mile to Springfield Boulevard. It was believed that some members of the Board of Estimate would be opposed to the extension as it would further increase the company's mileage, and one reason it was hard to find an acceptable operator for Zone D was that Jamaica Buses had some of the most profitable routes in the zone. A notice had been put out for a petition by Queens-Nassau Transit Lines to modify the franchise for the Jamaica-College Point Route to revise a portion of the route. Instead of running along 164th Street, 85th Avenue, 162nd Street, Normal Road, Parsons Boulevard, Jamaica Avenue, 153rd Street, Hillside Avenue, and Parsons Boulevard, service would run via 164th Street, Hillside Avenue, Parsons Boulevard, 90th Avenue, 160th Street, Jamaica Avenue, Parsons Boulevard, and Hillside Avenue.

Replace dirt roads on bus routes

March-replace NY&QT

April 1937-Jamaica Zone chaos

Bus changes opposed

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Zone B more service request

New transfer NS

franchises

North shore history; request

Far Rockaway service curtailed

Q28 express

College Pt to Jamaica

On August 9, 1937, Supreme Court Justice John H. McCooey signed a temporary injunction restraining Jamaica Buses from operating a bus route in Far Rockaway past Mott Avenue to Beach 18th Street via Sea Girt Avenue in competition with Nassau Bus Lines' buses. Nassau Bus Lines had stated that it had a valid certificate of convenience and necessity and franchise, while Jamaica Buses only had a temporary permit from New York City and was operating essentially along the same route.

On August 10, 1937, trolley service between Flushing and Jamaica operated by the NY&QT ended, and was replaced by a new bus route operated by its subsidiary, Queens-Nassau Transit Lines, which had received a franchise several months prior. The company's president had said the conversion would reduce congestion at 160th Street from the boarding and alighting of passengers from streetcars in the center of the street, and for reducing travel times from 32 minutes to 24 minutes. The trolley route had been franchised by the Village of Jamaica on December 31, 1897. Buses temporarily would not follow the route of trolley service as trolleys had run along a 50 feet-wide private right-of-way for a portion of its route along 164th Street, which had been deeded to the city under the franchise's terms. Buses would operate from Jamaica Avenue and 160th Street, via Jamaica Avenue, Parsons Boulevard, Hillside Avenue, and alongside the trolley route along 164th Street to Horace Harding Boulevard. With the right-of-way no longer passable through Kissena Park, buses would temporarily be detoured via Bowne Avenue and Kissena Boulevard to the terminal at Roosevelt Avenue and Main Street. Shuttle trolleys would operate along the old right-of-way between Horace Harding Boulevard and Flushing until 164th Street was paved. The Board of Estimate was expected to approve a contract for the paving and grading of 164th Street between Flushing and Jamaica at its following meeting, after which buses would follow the entire route of the former streetcar. Multiple civic groups had pushed for the replacement of trolley service with bus service for several years. Service would operate under the same frequency of six minutes during rush hour and every 7.5 minutes during other times. Trolley service had operated on a six-cent fare.

More-replace; more; more

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 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.

Secret shift Q19

1937 gain ridership, transfer requested

1938 North Shore Zone D

1938 trolley replaced bus

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

Request transfer Q31

March 1938 Q44, more, more; advertisement, more; more; advertisement 1; 2

Green Bus improvements

March 1938 Zone D criticism

1938 Municipal operation

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

Fitzpatrick opposed plan

July 1938 hearing more

July NS seek Route D

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.

1938 Schenck

1938 Green Line fight

1938 Green Line probe

1938 North Shore

1938 Q31 poor service

1938 B23 Junction Boulevard

1938 Jamaica Buses Route D franchise

1938 Q21A Raunt stop

extension Q19 East Elmhurst asked, more

1938 October 14th - Service inaugurated from Queens Boulevard & 78th Street Entrance to the 8th Avenue Subway Station via Union Turnpike to Hollis Court Boulevard. October ... bus terminal .Q - 27, Flushing - Rosewood Line - Bus service in- augurated on Sanford Avenue from Kissena Boulevard to Parsons Boulevard. October 14th - Q - 28, Flushing - Bayside West Line - Service ex- tended from 201st Street & 32nd Avenue to Corporal Ken- nedy Street & 33rd Avenue and from Cross Island Boule- vard via Crocheron Avenue to 208th Street. October 14th

1938 Q44 Vleigh; July

1938 Q15 extension

1938 Zone D critiqued

1938 Extend Q60

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

On December 27, 1939, Mayor LaGuardia signed a ten-year contract giving North Shore the contract to the Zone D franchise. It included a provision allowing the city to buy the company's buses and take over operation on 30 day's notice. The contract also required the company to pay the city five percent of its gross receipts for the first two years, six percent in the next three years, and seven percent in the final five years. Furthermore, it has to pay the city $150,000 over two years at the rate of $6,250 a month. The company was investing $1.4 million on 125 new buses. The company would go before the Transit Commission to get a certificate of convenience and necessity after the start of 1940, and was expected to begin operation on the 13 routes in the zone by April 30th. The routes in the zone were the Q1, Q2, Q3, Q3A, Q4, Q4A, Q5, Q5A, Q30, Q32, Q36, Q42, and Q43.

1939 opposition Bee Line Zone D

1939 NS status

1939 Q23; more

1939 Jamaica Avenue

1939 franchises

1939 ridership

1939 Jamaica traffic

1939 North Shore skip-stop service

1939 Bee-Line transfer-arrest

1939 franchise; more

1939 request Rego Park bus shelters

Q45, Q46, Q47 approved, "too much transportation"

1939 Schenck drop 10-cents

1939 request new Q36

1939 WF routes; [https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201939%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201939%2520-%25201742.pdf%23xml%3Dhttps%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dfffffffffd79cc3c%26DocId%3D1288540%26Index%3DZ%253a%255cDISK%2520P%26HitCount%3D39%26hits%3D1f%2B21%2B43%2B135%2B139%2B16b%2B183%2B195%2B269%2B2bd%2B2f8%2B302%2B30d%2B316%2B31f%2B320%2B323%2B329%2B39c%2B404%2B46f%2B71f%2B811%2B890%2B8ac%2B905%2B906%2B90e%2B90f%2Ba9a%2Bb55%2Bc32%2Bf94%2Bfb4%2B10cf%2B163c%2B168e%2B1726%2B18d8%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201939%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201939%2520-%25201742.pdf&xml=https%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dfffffffffd79cc3c%26DocId%3D1288540%26Index%3DZ%253a%255cDISK%2520P%26HitCount%3D39%26hits%3D1f%2B21%2B43%2B135%2B139%2B16b%2B183%2B195%2B269%2B2bd%2B2f8%2B302%2B30d%2B316%2B31f%2B320%2B323%2B329%2B39c%2B404%2B46f%2B71f%2B811%2B890%2B8ac%2B905%2B906%2B90e%2B90f%2Ba9a%2Bb55%2Bc32%2Bf94%2Bfb4%2B10cf%2B163c%2B168e%2B1726%2B18d8%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false more]

1939 Merrick

1939 Schenck

1939 NS takeover; more

1939 Zone D hold up

1939 strike

1939 Trolley/bus Vernon/Jackson

1939 Jamaica High

1939 Q44; complaints service

Better Q12/13 service ordered

1939 better service

1939 Q44 overcrowding

1939 Route B Extension

1939 NS add trips; restore Laurelton Shuttle

1940s
1940 Q45, Q46, Q47 certificate

ODT service cut

1940 removal of bus stops

1940 more Flushing stops, NS extensions petitions, Q44

1940 vs. NYC, Transit Coach

1940 Woodhaven bus outlawed

Q24 reroute

1940 Rockaway Park late night

1940 Rosedale ridership

1940 Oppose changes; more

1940 Final approval changes Q28, Q20, Q27, Q44A

1940 April 8, start Q45, reroute Q24 via 50th Av/63rd St instead of 69th St/Woodside Av

1940 Q19 start Astoria Blvd 42nd to Van Alst, Q46 inaugurated, substitution Q19B

1940 Q33 replace Q19 Astoria Boulevard/Ditmars 82nd to 21st, Q18 night service

1940 Q35 express

1940 Beechhurst; more; more

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 Q65; Route Q-25; more

1940 Schenck dispute

1940 NS proposed changes

1940 notice NS extensions

1940 Q7 increased east Baisley-run through to Farmers

On September 17, 1940, North Shore ordered an inspection of bus service on Merrick Road between Hillside Avenue and Hook Creek Boulevard following complaints from riders in Laurelton and Springfield that they had to wait about 30 minutes to get a bus in the morning rush hour. Two buses were added during the morning rush hour on that day between 8:30 and 9:00 a.m., increasing service to 28 buses between 7:30 and 9:00 a.m..

1941 Q37, more, more

1941 Increased Q43

1941 strike; more

1941 added service

1941 Kew Gardens Road

1941 change Q5A

1941 increase, Q5A, Q43

1941 bus jams

1941 bus protest

1941 Schenck Jamaica

1941 Queens Village changes, UT extension

1941 NS ordered; Q1/Q43; more; more; more

1941 Laurel Hill fight change

1941 Q3A extension opposed; more

1941 request resumption Q31

1941 Q1

1941 Q37 extension

[https://fultonhistory.com/highlighter/highlight-for-xml? altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201940-1942%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201940-1942%2520-%25200725.pdf%23xml%3Dhttps%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff8ed1e367%26DocId%3D3240494%26Index%3DZ%253a%255cDISK%2520S%26HitCount%3D11%26hits%3D8de%2B8df%2B8e0%2B921%2B922%2B923%2B9c4%2B9c5%2B100b%2B100c%2B100d%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=https%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201940-1942%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201940-1942%2520-%25200725.pdf&xml=https%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff8ed1e367%26DocId%3D3240494%26Index%3DZ%253a%255cDISK%2520S%26HitCount%3D11%26hits%3D8de%2B8df%2B8e0%2B921%2B922%2B923%2B9c4%2B9c5%2B100b%2B100c%2B100d%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false 1941 Fulton Street]

1941 Atlantic Avenue shuttle

1941 protests

1941 Q4 extension under study

1941 Jamaica reroute; more; more

1941 KG

On June 10, 1941, the Cambria Heights Civic Association asked North Shore to reroute the Q2 and Q3A to reduce crowding and serve additional areas. It asked that the Q3A be extended from Francis Lewis Boulevard to run along Springfield Boulevard between Colfax Avenue and Jamaica Avenue, and that the Q2 be extended along 115th Avenue to the county line instead of heading north on Springfield Boulevard and Colfax Street. North Shore's traffic supervisor had unofficially approved the change.

On July 14, 1941, Councilman James A. Burke said he would do what he could to restore bus service in Woodhaven. After the abandonment of local service along Atlantic Avenue with the start of a grade crossing elimination project, an independent bus line had provided replacement shuttle service. Green Bus Lines, which took over the service, discontinued it after multiple accidents took place due to construction work on Atlantic Avenue.

On September 22, 1941, North Shore revised service on the Q5A. The two branches of the route had both run to Rosedale, with one ending at Huxley Street, and the other terminating at 225th Street and Sunrise Highway. With the changes, one branch would be truncated from Sunrise Highway and 225th Street to Higbie Avenue station. This branch would run via Merrick Road, Farmers Boulevard, and 140th Avenue to Higbie Avenue station. The other branch would continue to run via Merrick Road, Springfield Boulevard, Sunrise Highway, and 243rd Street to Huxley Avenue.

On November 19, 1942, Triboro Coach and North Shore filed for extensions to their franchises. North Shore asked for its agreemenT to be modified to extend it for 15 yers since it had to spend more to maintain existing equipment due to the war. It also stated it was considering building new garages and expanding existing ones.

1942 reductions

1941 ridership, service additions, Green attempts Queens-nassau takeover

Extensions on hold with war

Q39 extension war plant, more

1942 bus cut-discontinued Q30, Q32, more

1942 Q36

1942 Q2

On June 8, 1942, a series of cuts in bus service were made in accordance with an order by the Transit Commission to implement the federal government' demand for the conservation of rubber and gasoline. Service was reduced to run during rush hours only (6 to 8:30 a.m. and 4:30 to 7 p.m.) on the Q2, Q3, Q4A, Laurelton Shuttle portion of the Q5, Q26 and Q31, and was discontinued entirely on the Q30 Briarwood to Jamaica bus, and the Q32. Green Bus Line's Q7 route was truncated from Farmers Boulevard to Sutphin Boulevard. ; more

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

1942 Deny changes cut service, end two-zone Q26

1942 bus stop spacing, again, again; more; more; more; more

1942 bus traffic record

1942 Q3A school bus

1942 Q31 no transfer

In 1943, in response to an order by the Office of Defense Transportation for a 20 percent reduction in bus service, North Shore announced a series of cuts in bus service. Service ws entirely discontinued on the Q3, Q4A, Q5 Laurelton Shuttle, Q31, and Q42, along with school service. Service was reduced during non-rush hours, and slightly less during rush hours on the Q2, Q3A, Q4, Q5, Q5A, Q14, Q15, Q17, Q27, Q28, Q36, Q43, and Q44 Union Turnpike Line. Service on the LaGuardia Airport Line, the Q44 Vleigh Place Shuttle, and the Q1 Queens Village branch operated during rush hours only. The Q26 between Hollis Court Boulevard and Horace Harding Boulevard and Flushing also only operated during rush hours. Service on the Q4, Q5, Q5A, and Q36 was cut in half between 2 a.m. and 5 a.m. Q20 service would only operate as a shuttle along 14th Avenue between 122nd Street and Parsons Boulevard, where transfers would be provided to the Q44. Q16 service would run as usual to Francis Lewis Boulevard and 26th Avenue, with service to Fort Totten operating hourly.

1943 Triboro cut

1943 QV buses

1943 NS cut, more

1943 fight ODT cut; more; more; more; more

1943 February more service

1943 College Point restore

1943 Bus probe

1943 Triboro emergency curtailment

1944 Triboro service restoration

1944 Triboro franchise

curtail Q24, Q38, Q45, opposition, Q38 one trip per day

Triboro, NS told restore service, more, more, Q38 restoration

1944 Mag article Green Bus

1944 Q33 1/2 buses to LaGuardia Field

1945 Green Line Service fair

1945 franchises

1945 poor service Triboro

1945 Request Ditmars-LGA route

1945 Bayswater

1945 protest renewal North Shore

1945 Poor NS service

1945 NS service

1945 Zone B critique

1945 Bus improve

1945 NS complaints; more

1945 Q32 Creedmoor reroute

1945 NS franchises; strike out Q30, add Flushing-LGA, amend Q1, Q2, Q3, Q3A, Q4, Q4A, Q5, Q5A, Q32, Q36, Q42, Q43, Q12, Q13, Q1, Q15, Q16, Q17, Q20, Q26, Q27, Q28, Q31, Q44

1945 Atlantic Avenue

1945 Oppose Maspeth change

1945 1 bus/day Q26

1945 franchises; more

1945 Q44A, more

1946 updated franchises, more

1946 improved service

1946 More Q23, restore Metropolitan service to Jamaica

1946 Direct Flushing-KG

1946 46th Avenue

1946 Triboro franchises

1946 franchises; more

1946 service resumed

1946 NS worse

1946 Greenpoint-Blissville request

1946 BXQ1

1946 Q16

1946 Q2; more

1946 Q24 reroute request mothers, ask additional short route Q23-was to be implemented-rescinded; more Q24

1947 NS bus issues, Q28 express

1947 Q27 express/short-run

1947 NS order Zone D

1947 franchises renewed

1947 NS improve; more

1947 Beechhurst

1947 Worse service

1947 bus photo

1947 Criticism Zone B, NS abuse

1947 Franchises

1947 Increase Zone D

1947 Bus hearing

1947 Worse NS; more

1947 Bus-subway transfers

1947 Q4 Nassau

1947 Triboro requests higher fare

1947 NS takeover; more; more

1947 Promises NS

1947 NS cut

1947 bids NS

1947 Q43/Q4 increase

1947 city new buses

1947 Franchises

1947 franchise, Hillside express

1947 Bayside alliance; more; more

January 27, 1947 Schedule changes; more

1947 new buses, Q44A extension

Q47 extension

Service added Q48

1948 more buses; more; more; more

Triboro service, more, more, more

10-cent fare, transfer points, more

buy transfers sidewalk

1948 new buses Q28; more

1948 cuts

1948 Q47 change-correct

1948 more buses

1948 Q1/Q43

1948 North Shore better than city

1948 Super buses new

1948 new buses

1948 Q15 change requested

1948 North Shore complaints

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

1948 Q10

1948 Q45X timetable

In September 1948, Triboro Coach applied to the Board of Estimate for permission to extend the Q45X from 69th Street and Elliot Avenue in both directions. It asked for an extension on its southern end to Metropolitan Avenue and Elliot Avenue to improve access to Grover Cleveland High School and provide transfers to three other route, and to legalize an extension on its northern end that had already been operating. The northern extension was from Woodhaven Boulevard and Queens Boulevard to the Rego Park Veterans Emergency Housing Project.

1948 proposal Q44A extension Glendale

1948 Q1

1948 improvements

1948 Green Bus; more

1948 Triboro issue

1948 Triboro changes, Q45, Q39

1948 Cross-borough Idlewild

1940 Asked explain Q39 reroute

1949 Triboro strike, emergency routes

1949 Oppose Q14 change

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1949 Q24 modify not on 63rd Street; protest-street; more

1949 Bayside; more

1949 Q26 more buses

1949 Bayside HS

1949 businessmen seek Bayside to QV line Springfield; Bayside nixed change Q27; more

1949 BP supports Springfield route

1949 two buses Springfield

1949 Q48

1949 Q17A extension; more

1950 two Springfield buses

1950 Q27; more

Poor Q24/45 service, more

1950 Q28/Q13 to Willets Point; more

1950 Q31 loop

1950 Springfield bus hearing; more

1950 Q44B, Q5 modification franchises

1950 Q12A

1950 Q28 express

1950 B22; more

In January 1951, the Board of Estimate approved modification of the Q39 and the extension of the Q45X, which would be renamed the Q50. Q39 service would be eliminated along 60th Street between Metropolitan Avenue and 59th Drive, and along 59th Drive to Fresh Pond Rod, and would instead run along Fresh Pond Road between 59th Drive and Eliot Avenue, and on 59th Drive, and a narrow street in front of PS153. Q39 buses had started using this route in mid-January after a promise was made to the Public Service Commission for the Liberty Park Home Owners Association. The Q45 extension from Eliot Avenue and 69th Street to Eliot Avenue and Metropolitan Avenue had been fought for by multiple civic organizations. ; more; more;

1951 new route voted Q75

1951 Raceway, Q53 franchises

1951 trolley track removal

1952 Q75

1952 Triboro changes one-way

1952 Q65A more riders

1952 new buses

1952 Green Bus franchise

1952 franchise/route changes

1952 reroute Q42; more; more; present; notice

Hempstead through service

Jamaica Avenue buses

Queens routes approved

1952 bid for city lines

5/8/1952 article improve Q24/45

1952 Q16

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.

NYCTA operation
1952 Clearview extension study

1952 hearing

1952 Triboro franchises

1953 Jamaica Transit Authority vs. Green Bus

1953 Q28 express; more

1953 Q24 reroute

1954

1954 BUS CUT

1954 Bayside survey

1954 poor service, long lines

1954 Flushing cut

1954 Francis Lewis

1954 Malba killed

1954 35th Av survey; more; more

1955 Q24 reroute terminal; more; more

1956 cut Flushing; more

1956 TB, Q12A, Tyholland

1956 Poor Q28 service

1956 opposition; 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.

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.

1956 cut

1957 Q16; more

1957 cut, more

20 new Triboro buses

1957 Q27 extension pilot

1958 Flushing terminal change

1958 B58

1958 long gap Q24; 40-min

1959 route changes franchise Triboro

1959 Q14 service request

1959 Q17A restored

1959 laxity sale plan

1959 Q32

1959 Q16 extension study

Triboro franchise changes

Van Valen former head National City

In July 1960, Triboro Coach sought permission from the Public Service Commission to extend the Q38 and Q50 routes west to provide transfers to the Q39. The Q38 would be extended west on Metropolitan Avenue to Fresh Pond Road, and then north along Fresh Pond Road to Eliot Avenue to connect with the Q39. The Q50 would be extended along Eliot Avenue to Fresh Pond Road to connect with the Q39. ; more; more; more

1960 35th Avenue

1960 Q44 franchise; more

1960 extension of B72; more; continued

1960 expanded bus fleet

1960 B72 extension

1961 free transfer Q72

1961 Triboro

1961 Q28/Q34

1961 Q13 reroute

1961 debate Q28

1962 Q4A

1962 Q18 26-minute off-peak

1962 Q31

1962 remove parking help Q38

1962 Q28 delay

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

1964 More buses Q18; protest

Triboro WF routes; TA

1964 Triboro WF, more

Bus A/C

1965 Q77

1966 Flushing trial shelter; more

1967 QCC service

1967 Q16 extension

1967 Q44 Co-Op

QS/9, QS/10

Q80

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

Rauchwerger pass away; more; more

1971 Express NYCTA

1976 express bus

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

1988 Queens Surface

1994 Weekend express bus

Q72
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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

1941 188th Street

1941 Q43 protest

1941 students Q44

1941 Q36 signage

1941 NS increase

1943 QV inadequate

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

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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.

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.

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. 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. 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.

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.

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..

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. Q17A riders heading to Flushing had to transfer to the Q17 at Fresh Meadow Lane, where there were no bus shelters.

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.

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.

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. 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. The NYCBOT started Q30 service before asking the Board of Estimate to approve it.

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. 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.

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.

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.

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.

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.

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.

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.

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.

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. 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.

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.

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.

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. 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.

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.

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.

Service on the Q44FS ran every 15 minutes from 6a.m. to 9a.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 5a.m.. These changes took effect on February 3, 1957.

Residents want Sunday Q75 service

Board blocks cuts

Opposition cut

The change in Q26 service also took effect on February 3, 1957.

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. 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. The original routes were restored on November 17, 1957.

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.

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.

Q44A extension

1980s
1981 criticism inconsistent bus transfer policy

SE QNS

Bronx changes 1984

Bx40, Bx23, Bx8 1989

B36S

SI BUS 1988

B67 B69 1988

X23

M98, BX3, BX11, BX36 1987

1990s
B77S

B15

SE Queens 1983

1987 SE Q

B25

R8X

R7A

R7

B12

Q5, Q85, Q3 1987

1954 changes bKN

B58/B72 transfer

Q77

B7

N4

B51

B2

Q44

B22

Q44VP

Q48

B36

B60

Q76

B80WF

B12

B40, B45

[http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC/WAGNER_FILES/06.023.0000.138.1611.PDF#undefined B61, B62, B53, B12, B49, B65, B27, B50, B69 ctd. bus cuts]

cuts

B78

1997-2000 Q28; more

2000s
2006 MTA Bus

https://web.archive.org/web/20060414232034/http://www.mta.info/busco/schedules/q019cur.pdf

Q113 2007

March 2007 Q19

Q19 Flushing; more

Q10 articulated

2009 Q67

https://web.archive.org/web/20040612220547/http://www.greenbus.com/122903/Q10_q10a.pdf

Q10A

"Triboro did try to extend the Q19 into flushing in the 1980s but NYCTA objected.

I was intrigued by the Triboro bus roll signs, particularly the one that said "Q72 - 23rd Avenue - 102nd Street." Was there ever a branch of the Q72 that went there or a proposal to extend the terminus from 94th and Ditmars to that location? (It would have connected with the Q23.)

Also interesting: the Q19 destination roll sign to Flushing, which in 1999 would have predated the NYC takeover of the private routes. I was under the impression that the extension of the Q19 to Flushing was enabled by that takeover. Was it in the works prior to that time?

"A lot of changes are not posted on the website, like the Q66's extension, the change in the Q23's route in Forest Hills, and the Q72's full-time extension to LaGuardia.

-Reroute northbound Q40 to match southbound Q40 along 143 St Jan 2012

-Move Q65 terminal to 14 Rd/110 St, eliminate diversion to 14 Av Dec 2011

Weekend Express Bus Service To Be Discontinued January 1st

Q45; more; layover

Q39 LIC

Q54 mall

Q7

Buschat
Franchises, Hillside

Q53; Q18/24 1960

Brooklyn bus route guide

1975 map vs. reality, Q3 rush only

B24 woodside; Q101, Queens Transit 1988-Green Bus consolidation

Q66, Q104, Q102, Q101RQ46, Q52, Q38

Yes, that was how I remember it from around 1968 or so when I rode both routes; the Q17A still had the Fresh Meadow Lane routing while the Q31 was fully on Utopia Parkway.

According to the Motor Coach Age Queens issue (April-May 1977) the Q-17A (today's Q-30) was re-routed via Utopia Parkway as of July 15, 1974.

Q18/19, 24 history

= 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

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.

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. Sunday service was discontinued on February 3, 1959.

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.

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/

https://www.flickr.com/photos/127872292@N06/48018570487/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018485436/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018736402/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018658183/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018658753/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018737972/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018659993/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018643231/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018661188/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018663013/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48235995187/in/album-72157709523165712/

https://www.flickr.com/photos/127872292@N06/48235914646/in/album-72157709523165712/

https://www.flickr.com/photos/127872292@N06/48235913071/in/album-72157709523165712/

https://www.flickr.com/photos/127872292@N06/48235912191/in/album-72157709523165712/

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.

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.

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.

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.

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.

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.

Operated one trip per hour in each direction between 10 AM and 5 PM weekdays;  only bus route in New York City to not serve any subway or rail stations along its route.

First use
The Fifth Avenue Coach Company began operating route 16 on July 9, 1925. This route, operated as the "Elmhurst Crosstown Line", was a shuttle to connect with route 15, now the Q32 to/from Manhattan.

Both routes were taken over by the Manhattan and Bronx Surface Transit Operating Authority on March 22, 1962. The route was renumbered to the Q89 from the 6 on July 1, 1974. 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.

Q89

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

https://www.flickr.com/photos/127872292@N06/48018473998/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018729871/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48018827567/in/album-72157708973526446/

https://www.flickr.com/photos/127872292@N06/48099225116/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099225001/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099270713/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099270518/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099224601/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099224526/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099239986/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099224356/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099284843/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099239361/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48099284558/in/album-72157709178672708/

https://www.flickr.com/photos/127872292@N06/48236118711/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236117941/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236117371/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236197007/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236196302/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236196302/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236115326/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236114576/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236113826/in/album-72157709522798411/

https://www.flickr.com/photos/127872292@N06/48236193237/in/album-72157709522798411/

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. 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.

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.

Service on the route, which was numbered Q9A, 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.

Service was extended to the 165th Street Bus Terminal on October 30, 1989.

Under the Metropolitan Transportation Authority, the route was renumbered the Q89 on April 7, 2008, the second use of this route designation. This route was discontinued on June 27, 2010 due to a budget crisis.

Route description and service
The 3 miles-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.
 * Restored in September 1985.
 * Became an extension of the B63, later the B51, and then it was discontinued on June 27, 2010.

Route created June 25, 1979, Fort Greene, Downtown Brooklyn, WTC
 * https://www.newspapers.com/clip/97754340/daily-news/
 * https://www.newspapers.com/clip/97754289/canarsie-courier/
 * https://www.newspapers.com/clip/97754240/daily-news/
 * https://www.flickr.com/photos/unionturnpike/51942641014/in/datetaken/

1983-B15 bus-discontinued December 1983
 * https://www.newspapers.com/clip/97754205/daily-news/
 * https://www.newspapers.com/clip/97754195/daily-news/
 * https://www.newspapers.com/clip/26646490/daily-news/
 * https://www.newspapers.com/clip/26646128/
 * https://www.newspapers.com/clip/26646261/
 * https://www.newspapers.com/clip/26646278/

Trial basis September 1985-May 1986-extended through November, had been sought for 8 years
 * https://www.nytimes.com/1985/06/25/nyregion/new-york-day-by-day-bridge-experiment.html
 * https://www.newspapers.com/clip/26646498/daily-news/
 * https://www.newspapers.com/clip/26646716/daily-news/
 * https://www.newspapers.com/clip/97753966/daily-news/
 * https://www.newspapers.com/clip/97754162/daily-news/
 * https://www.newspapers.com/clip/26646859/daily-news/
 * https://www.newspapers.com/clip/97754306/daily-news/
 * https://www.newspapers.com/clip/97754113/daily-news/
 * https://www.nytimes.com/1986/10/01/nyregion/new-york-day-by-day-rally-for-the-b51.html
 * https://www.newspapers.com/clip/97754321/newsday/

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

Service out Manhattan Bridge closures 1987-1988
 * https://www.newspapers.com/clip/97754227/daily-news/
 * https://www.newspapers.com/clip/97754269/canarsie-courier/
 * https://www.newspapers.com/clip/26647305/daily-news/


 * Began on September 9, 1985, replacing part of the B63.
 * Replaced the Manhattan Bridge Three Cent Line streetcar.
 * On November 14, 2005, bus service was restored on Park Row between Chatham Square and City Hall. Buses had been running on Frankfort St and St. James Place.
 * Discontinued on June 27, 2010 due to a budget crisis.

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/

Route description and service
The 3 miles-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.