q26
A Q26 bus on Main St and Roosevelt Av in 2018.
Overview
SystemMTA Regional Bus Operations
OperatorNew York City Transit Authority
GarageCasey Stengel Depot
Began service1931
Route
LocaleQueens, New York, U.S.
Communities servedFlushing, Auburndale, Fresh Meadows
Landmarks servedFlushing Cemetery, Flushing Hospital Medical Center
StartFlushing – Main Street & Roosevelt Avenue / Flushing–Main Street station
Via46th Avenue, Hollis Court Boulevard
EndFresh Meadows – Francis Lewis Boulevard & Hollis Court Boulevard
Length3.5 miles (5.6 km)
Other routesQ27 Springfield Boulevard (North)/46th/47th/48th Avenues
Service
OperatesWeekday rush hours[1]
Annual patronage207,533 (2022)[2]
TransfersYes
TimetableQ26
← Q25  {{{system_nav}}}  Q27 →

The Q26 bus route constitutes a public transit line in Queens, New York City. It runs primarily along 46th Avenue and Hollis Court Boulevard, between a major bus-subway hub in Flushing and the intersection of Hollis Court and Francis Lewis Boulevards in Fresh Meadows. The route is now operated by MTA Regional Bus Operations under the New York City Transit brand.

The Q26 was founded in 1931 and was operated by the North Shore Bus Company until 1947. The route initially ran from Flushing to Queens Village but was cut back to Fresh Meadows in 1957. Weekend and overnight service was discontinued in 1995, and off-peak weekday service was cut back in 2010, making the Q26 a rush-hour-only bus route.

Route description and service

The Q26 begins at the New York City Subway's Flushing–Main Street station at Roosevelt Avenue and Union Street. Service then turns right onto Bowne Street and left on Sanford Avenue. Buses then continue east via Parsons Boulevard until 46th Avenue, and proceed until the avenue becomes Hollis Court Boulevard at Utopia Parkway. Then buses turn left at 58th Avenue and right at Francis Lewis Boulevard to the terminal at 58th Avenue. Buses then head out of service and go south via Francis Lewis Boulevard and turn onto Hollis Court Boulevard to start westbound service at 58th Avenue.[3]

Westbound service heads northwest via Hollis Court Boulevard until Utopia Parkway, when the street becomes 46th Avenue. It then turns right onto Parsons Boulevard, left on Sanford Avenue and right on Bowne Street. Buses then head west onto Roosevelt Avenue and terminate after Union Street. To return into service eastbound, buses head right on Main Street, left on 39th Avenue, left onto Prince Street and left back onto Roosevelt Avenue.[3]

Q26 service only operates during weekday rush hours, running to Flushing from 5:30 to 9 a.m. and from 3 to 7:50 p.m., and running to Fresh Meadows from 6 to 8:30 a.m. and 3:20 to 8:20 p.m.[1]

History

Start of service

Service on a route between Flushing and Queens Village, later to become the Q26, was originally operated by Z & M Coach Company. The route was divided into two five-cent fare zones by the company. By 1932, the franchise for the route was pending before the New York City Board of Estimate.[4]: 347  In 1933, the company used twelve buses on the route, which was still unfranchised.[4]: 352  That April, about a hundred people, primarily women, protested to mayor John P. O'Brien in support of a 10-cent franchise for the Flushing-Queens Village route, instead of a proposed 5-cent operation.[5] The riders were complaining that the proposed franchise operated by Flushing Queens Bus Company Inc. was unreliable.[6] At the time, Z & M and North Shore Bus Company, two 10-cent franchises, were competing over the route.[5] The mayor promised to postpone the award of the bus franchise for a month, but shortened that to three weeks after riders continued to protest over the delays.[6]

On November 17, 1933, the Board of Estimate denied an application from the Flushing Queens Bus Company for a franchise to run a route between Flushing and Queens Village parallel to this route. That company had proposed a route with a five-cent fare. The Division of Franchises had recommended that the Board decline the application until a policy was agreed upon for Queens buses.[7]

On March 7, 1934, the Division of Franchises made public its list of bus routes for which the New York City Board of Estimate would be receiving bids on March 30. One of the two changes from the previous year was the creation of the Q26 running between Rosewood (a section of Bayside) and Queens Village. The route was to be operated by the North Shore Bus Company.[8] The route originally operated from 47th Avenue and Hollis Court Boulevard, along Hollis Court Boulevard (which used to run through Cunningham Park), 212th Street (now part of the Clearview Expressway), and Jamaica Avenue (along the current Q36 route) to 257th Street.[9]

On April 26, 1935, New York City granted Z & M Coach Corporation a franchise to operate the new Q26 route for a period ending no later than December 31, 1938. At public hearings at the New York State Transit Commission to obtain certification for the franchise, it was found that Z & M operated the Q26 route at a fare greater than provided for in the franchise contract. The hearings closed on June 18, and the Transit Commission gave Z & M an opportunity to revise the franchise with New York City. On October 4, 1935, the Board of Estimate adopted a resolution giving the company a 90-day extension from October 23 to get the franchise certified. On January 29, 1936, the Transit Commission declined to certify the route as the extension expired.[10]

On October 22, 1935, the 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.[11] On September 24, 1936, the Board of Estimate voted to grant franchises to three of the four zones. Since the Q26 was located in Zone B, covering Flushing, it would be awarded to the North Shore Bus Company. The new franchise would last ten years and be subject to termination by the city at sixty days' notice after five years.[12] On November 9, 1936, the operation of the route was transferred to the North Shore Bus Company.[13]

World War II and post-war

Roosevelt Avenue terminal

In December 1941, 300 bus riders complained to the Transit Commission, asking that full service on the Q26 be restored. Their petition was supported by a letter from Assemblyman Henry J. Latham, who called for a full review of service on the route. The petition charged that service had gotten worse since North Shore took over the route, and that on November 17, rush hour bus service was decreased, with service running on 30 minute headways instead of 20 minute headways without notice. In addition, it noted that the new schedule did not accommodate increased ridership during rush hours, resulting in overcrowding, and that riders had to leave earlier for work or return later from work due to worse bus service. Riders also noted that service on the route now operated hourly on Sunday instead of half-hourly.[14]

Service south of Francis Lewis Boulevard and Horace Harding Boulevard, to Jamaica Avenue at the Queens Village station of the Long Island Rail Road, became rush hours only during World War II as North Shore was required to reduce bus service to preserve rubber. This change took effect on June 8, 1942.[15][16] With the curtailment of the route, riders near the new terminus at Horace Harding Boulevard benefited from a reduction of their fare. The route had a zoned fare structure, with two five-cent zones, with the first zone ending at 52nd Avenue and Hollis Court Boulevard. The change allowed riders between 52nd Avenue and Horace Harding Boulevard to go to Flushing for only five cents, instead of ten. In addition, it made it easier for Q26 riders to get seats and to board buses since there were no sidewalks along this section of Hollis Court Boulevard.[17] To keep the route's franchise operative, one bus a day, the 6:15 a.m., continued from Horace Harding Boulevard to Queens Village station.[18] After service was cut for World War II, the Emerald Park Civic Association called for improved service on the route, noting that service ended at 7 p.m. on Sundays and 1 a.m.. on weekdays and that service ran on 40-minute headways after 7 p.m. and all day Sunday.[19][20]

In 1944, the Emerald Park Civic Association fought to have North Shore construct bus shelters along Hollis Court Boulevard to protect local residents on cold winter mornings. Since the company and city ignored their request, members of the group went door to door to raise funds for the construction of three shelters. With these funds, they constructed three shelters out of wood and concrete, measuring 15 feet (4.6 m) long by 9 feet (2.7 m) wide, each of which had a bench and could fit 25 people. One shelter was constructed at 58th Avenue and Horace Harding Boulevard and two shelters were constructed at Horace Harding Boulevard and 53rd Avenue.[18] On September 13, 1945, the group called on North Shore to replace old buses on the route.[20] Early in May 1946, North Shore restored some Q26 service to Queens Village, with buses heading there on the hour. Later that month, the rush hour headway of bus service was decreased from 15 to 10 minutes.[19] In 1946, the route's franchise was up for renewal.[21]

On March 30, 1947, North Shore Bus would be taken over by the New York City Board of Transportation (later the New York City Transit Authority) since it could not operate on the mandated five-cent fare and went bankrupt, making the bus routes city operated.[22][23][24] On July 1, 1948, zones fares on the route were eliminated. It was the only Queens route with fare zones.[25][26] In October 1948, the Hollis Court Civic Association compiled data for a survey to accompany a petition that it planned to send to the Mayor and the president of the Board of Transportation calling for improved Q26 bus service. The group noted that the area had experienced dramatic population growth, making the route's schedule inadequate. It noted that service ended at 1 a.m. and started at 6:20 a.m. with service operating on 40-minute headways after 9 p.m.[27][28] The campaign for improved Q26 service was started by the Emerald Park Civic Association in 1945. In November 1948, the Chairman of the Board of Transportation informed the Civic Association that he would personally consider the group's requests. In response to the group's request, Q26 service began running overnight on December 19, 1948.[29]

In August 1948, Matur Homes, Incorporated brought a case with the Emerald Park Civic Association over its bus shelters, complaining that someone refused to take title to the new home next to the shelter until the 58th Avenue shelter was removed.[30] However, the case was dismissed after trial, with the judge ruling that the interests of the majority had to be served. In October 1948, the Emerald Park Civic Association was required to move the 53rd Avenue shelter 50 feet (15 m) to the south because homes were being constructed nearby. In January 1949, Matur initiated an order to remove the 58th Avenue shelter under squatter law. While Matur contended to own the land under the structure, the Emerald Park director stated that it was city-owned land when it was installed.[31] On July 13, 1949, Emerald Park Civic Association officials announced that a second court action threatened their continued maintenance of the bus shelters along Hollis Court Boulevard, having been served a summons due to another complaint by Matur Homes.[32] Matur sought the removal of the 58th Avenue shelter, stating that the Veterans Administration was turning down applications for G.I. loans for homes in the neighborhood, objecting to the effect of the shelters on realty values.[32][33]

On January 16, 1951, the Tyholland Civic Association of Bayside Hills made another plea for the implementation of rush hour express service on the Q26, which the Board had rejected the previous year. The Board had ruled that express service was unnecessary and that it would worsen riders would have their stops skipped. Tyholland also suggested moving the terminal for the Q26 in Flushing from the north side of Roosevelt Avenue west of Main Street to somewhere else to prevent Q27 riders from boarding a Q26 if it arrived first. Q27 service ran every 3 to 5 minutes during rush hours, compared to the Q26's 10 minutes, making it harder for riders dependent on the Q26 to get a seat.[34] The Board finally agreed to study a proposal for express service on the Q26 during evening rush hours on December 26, 1951. The proposal called for reducing the number of stops along the shared segment of the Q26 and Q27 along 46th Avenue between Parsons Boulevard and Hollis Court Boulevard to four. The change was expected to discourage Q27 riders from taking whatever bus came first in Flushing, providing room on Q26 buses for riders who were completely dependent on the route.[35]

Permanent cuts

A New Flyer XD40 operating on the Q26 route in downtown Flushing on a cloudy day
A New Flyer XD40 operating on the Q26 in downtown Flushing

On November 29, 1956, the New York City Transit Authority (NYCTA) approved plans to cut the route back from Queens Village to the Horace Harding Expressway, and to redesignate the route from the Q26 Flushing-Queens Village route to the Q26 Flushing-46th Avenue route. Though the change was initially scheduled to take effect on January 22, 1957,[36] it took effect on February 3, 1957.[37] Service in the morning to Flushing after 7 a.m. started running every 40 minutes, and service from Flushing started running every ten minutes between 4:41 and 6:51 p.m., and every 20 minutes afterwards.[38]

In 1990, the NYCTA proposed eliminating weekend service in June 1991 to reduce the agency's budget deficit. Q26 service was to be cut because it was one of the agency's worst performing local bus routes. Eliminating Saturday service would have affected 548 people and eliminating Sunday service would affect 200 people. The route had a farebox recovery ratio of 17.6% and 14.0% on Saturdays and Sundays, respectively, lower than the systemwide averages of 41% and 38%. Cutting Saturday service was expected to save $76,001 and cutting Sunday service was expected to save $37,451.[39]

Weekend and overnight service was discontinued on September 10, 1995 due to a budget crisis. The hours of Q26 service were changed to 5 a.m. to 12:45 a.m. on weekdays.[40][41] In October 2004, the Metropolitan Transportation Authority (MTA) proposed cutting eight Queens bus routes, including the Q26, to fill a $436 million budget gap. The change would have taken effect in 2006. Due to criticism from politicians and riders, the elimination of the Q26 did not occurring, with the agency electing to raise the fare instead.[42][43] In December 2008, the MTA proposed entirely discontinuing the Q26 to help reduce the agency's $1.2 billion budget deficit.[44][45] Had the plan been implemented, Q27 service would have been increased.[46] Off-peak service was discontinued on June 27, 2010 due to another budget crisis, saving the agency $500,000 annually. The changes were planned to affect 550 daily riders, and increase an average rider's trip by five minutes. Rush hour service was maintained due to high demand.[47] The change in service decreased cost efficiency and ridership, with many riders opting to drive instead of mass transit, and others using the Q27.[48]

Bus redesign

In December 2019, the MTA released a draft redesign of the Queens bus network.[49][50] As part of the redesign, the Q26 would have been replaced by a "subway connector" route called the QT31, which would have had a nonstop section along 46th Avenue. East of Francis Lewis Boulevard, QT31 would also run along the Horace Harding Expressway and Springfield Boulevard to the Queens Village station.[51] The redesign was delayed due to the COVID-19 pandemic in New York City in 2020,[52] and the original draft plan was dropped due to negative feedback.[53]

A revised plan was released in March 2022.[54] Under the new plan, the Q26 would have overnight service restored and become a "zone" route, which would have a nonstop section on 46th Avenue. The Q26 would be extended south on Francis Lewis Boulevard, east on 73rd Avenue, and south on Springfield Boulevard to Cambria Heights, taking over the Q27's route in southeast Queens.[55] A final bus-redesign plan was released in December 2023.[56][57] The Q26 would continue to terminate at Hollis Court Boulevard and Francis Lewis Boulevard at its south end, but the north end would be extended to College Point to replace the Q65. The Q26 would also be converted into a full-time local bus route. As with the draft plan, there would be 24/7 service on the Q26, albeit only between Flushing and College Point. There would also be additional weekday short-turns between College Point and 47th Avenue-Hollis Court Boulevard.[58]

See also

References

  1. 1 2 MTA Regional Bus Operations. "Q26 bus schedule" (PDF).
  2. ↑ "Facts and Figures". mta.info. Metropolitan Transportation Authority. August 28, 2011. Archived from the original on September 24, 2017. Retrieved January 6, 2020.
  3. 1 2 "Q26 Fresh Meadows - Flushing (Part-time)". bustime.mta.info. Archived from the original on December 31, 2019. Retrieved January 6, 2020.
  4. 1 2 In The Court of Appeals of The State of New York On Appeal From The New York State Supreme Court, Appellate Division—First Department. The City of New York, Plaintiff-Appellant, against Bee Line, Inc., Defendant-Appellant. Case on Appeal. New York State Court of Appeals. 1935.
  5. 1 2 "Mayor Amazed At Demand for 10-Ct. Bus Fare: Orders Action on Queens Grant Deferred Despite Insistence by Delegation". New York Herald Tribune. 1933-04-29. p. 3. ProQuest 1222121168.
  6. 1 2 "Queens Protest Speeds Action On Bus Grants: Delegation Led by Clergyman Forces O'Brien to Abandon Month Delay Many Seek City Routes Vote by Board Is Promised in Three Weeks". New York Herald Tribune. 1933-05-27. p. 14. ProQuest 1240069700.
  7. ↑ "Bayside West Bus Transfer Denied. Board Delays Action on Queens Village Route". North Shore Daily Journal. November 18, 1933. pp. '1, 2.
  8. ↑ "Add Route To North Shore Bus System: Q-26 To Run From Rosewood To Queens Village; Only 2 Major Changes" (PDF). North Shore Daily Journal. March 7, 1934. p. 1. Retrieved July 4, 2017.
  9. ↑ "Add Route To North Shore Bus System: Q-26 To Run From Rosewood To Queens Village; Only 2 Major Changes" (PDF). North Shore Daily Journal. March 7, 1934. p. 2. Archived (PDF) from the original on December 16, 2023. Retrieved July 4, 2017.
  10. ↑ Sixteenth Annual Report For the Calendar Year 1936. Department of Public Service Metropolitan Division Transit Commission. 1937. pp. 61, 62. Archived from the original on 2023-07-09. Retrieved 2020-01-07.
  11. ↑ "5-Cent Buses In Queens O.K'd: New Lines Approved by Estimate Board—Zone Plan Changes Routes". The Brooklyn Daily Eagle. October 22, 1935. Archived from the original on December 16, 2023. Retrieved January 7, 2020.
  12. ↑ "Bus Franchises For Queens Are Granted by City: 12-Year Old Problem Is Solved by Action of Board of Estimate". Brooklyn Daily Eagle. September 24, 1936. Archived from the original on December 16, 2023. Retrieved January 1, 2016 – via Newspapers.com.
  13. ↑ State of New York Department of Public Service Metropolitan Division Transit Commission Eighteenth Annual Report For The Calendar Year 1938. New York State Transit Commission. February 14, 1939. p. 608. Archived from the original on April 7, 2022. Retrieved January 6, 2020.
  14. ↑ "300 Protest Service On Q-26 Route: Petition Transit Commission to Restore Operation Recently Curtailed" (PDF). Long Island Daily Press. December 4, 1941. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  15. ↑ "For the Convenience of A, B and C Car Owners" (PDF). Long Island Star-Journal. December 22, 1942. p. 7. Archived (PDF) from the original on December 15, 2023. Retrieved January 9, 2016.
  16. ↑ "War Changes More Bus Lines: North Shore, Steinway Co. Routes Affected" (PDF). Long Island Star-Journal. May 28, 1942. p. 1. Retrieved July 5, 2017.
  17. ↑ "Curtailment a Boon to Rosewood Riders" (PDF). Long Island Star-Journal. June 3, 1942. Retrieved January 7, 2020.
  18. 1 2 "Flushing Group Plans Demand For New Buses: Civic Association Wants Company to Install Better Equipment" (PDF). Long Island Star-Journal. August 28, 1945. Retrieved January 7, 2020.
  19. 1 2 "Bus Crowding Is Relieved in Emerald Park: Improve Service Noted by Civic Leader After Campaign" (PDF). Long Island Star-Journal. May 27, 1946. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  20. 1 2 "Group Appeals For Aid In Bus Service Fight: Emerald Park Association Rallies Forces to Battle Company" (PDF). Long Island Star-Journal. September 13, 1945. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  21. ↑ "Emerald Park Starts Street Title Petitions" (PDF). Long Island Star-Journal. September 13, 1946. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  22. ↑ "City Takes Over Bus Line: O'Connor Selected to Operate North Shore System" (PDF). The New York Times. March 30, 1947. Archived from the original on December 15, 2023. Retrieved March 27, 2016.
  23. ↑ Sparberg, Andrew J. (October 1, 2014). From a Nickel to a Token: The Journey from Board of Transportation to MTA. Fordham University Press. ISBN 978-0-8232-6190-1.
  24. ↑ "120-Passenger Vehicles Added For Next Week: 10 City Lines Will Have All New Equipment by Wednesday" (PDF). Long Island Star-Journal. December 31, 1948. p. 2. Archived (PDF) from the original on December 15, 2023. Retrieved January 9, 2016.
  25. ↑ Bus Transportation. McGraw-Hill Publishing Company. July 1948. p. 43. Archived from the original on 2023-12-16. Retrieved 2020-01-07.
  26. ↑ Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. p. 83. hdl:2027/mdp.39015023094926.
  27. ↑ "Hollis Court Demands Better Bus Service" (PDF). Long Island Star-Journal. October 20, 1948. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  28. ↑ "Mayor Raises Flushing Hope In Bus Fight: Civic Leader's Letter Complaining of Q-26 Brings Answer" (PDF). Long Island Star-Journal. November 2, 1948. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  29. ↑ "All-Night Runs Start Sunday On Q-26 Line: Residents Win 3-Year Fight to Add 5 Hours Service on 'Toonerville Line'" (PDF). Long Island Star-Journal. December 13, 1948. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  30. ↑ "Q-26 Riders Face Loss Of Bus Shelters: New Homes Crowd Out 3 Emerald Park Structures" (PDF). Long Island Star-Journal. August 11, 1948. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  31. ↑ "Emerald Park Seeks To Save Its Bus Shack" (PDF). Long Island Star-Journal. January 31, 1949. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  32. 1 2 "Second Suit Menaces Bus Shelters For Emerald Park and Hollis Court" (PDF). Long Island Star-Journal. July 13, 1949. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  33. ↑ "Fund Campaign Opens To Save Bus Shelter: Emerald Park Body Fights Builder's Suit to Remove Structure" (PDF). Long Island Star-Journal. August 12, 1949. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  34. ↑ "Tyholland Again Urges Q-26 Express Service" (PDF). Long Island Star-Journal. January 16, 1951. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  35. ↑ "Transit Board Studies Request For Q-26 Evening Express Service" (PDF). Long Island Star-Journal. December 26, 1951. Archived (PDF) from the original on December 16, 2023. Retrieved January 7, 2020.
  36. ↑ "TA Shuffles Bus Setup for Speed". New York Daily News. November 30, 1956. Archived from the original on June 30, 2019. Retrieved June 30, 2019.
  37. ↑ Mooney, Jr., Joseph W. (February 2, 1957). "Bus Cuts Begin at Midnight And Bayside Hills Won'y Like 'Em" (PDF). Long Island Star-Journal. p. 1. Archived (PDF) from the original on December 15, 2023. Retrieved January 13, 2016.
  38. ↑ "Buses" (PDF). Long Island Star-Journal. February 2, 1957. p. 2. Archived (PDF) from the original on December 16, 2023. Retrieved January 9, 2016.
  39. ↑ 1991 Service Capacity Plan: Matching Capacity to Demand (PDF). New York City Transit Authority. 1991. pp. 2.20, 2.21. Archived (PDF) from the original on 2022-03-17. Retrieved 2022-03-17.
  40. ↑ "Around The Block Tough Brake As Bus Cuts Begin". New York Daily News. September 19, 1995. Archived from the original on March 4, 2016. Retrieved December 16, 2015.
  41. ↑ "Tough break as bus cuts begin". New York Daily News. September 19, 1995. Archived from the original on December 16, 2023. Retrieved January 7, 2020.
  42. ↑ Hagey, Keach (October 21, 2004). "Queens To Lose 8 Bus Routes In 2006 To MTA Budget Ax". Queens Chronicle. Archived from the original on October 25, 2019. Retrieved January 7, 2020.
  43. ↑ Chan, Sewell (December 17, 2004). "Transit Agency Votes to Raise Rail and Bus Fares in 2005". The New York Times. ISSN 0362-4331. Archived from the original on March 5, 2021. Retrieved May 21, 2020.
  44. ↑ Duke, Nathan (January 19, 2009). "MTA plan threatens weekend bus service to Little Neck, College Point". Queens Times Ledger. Retrieved January 7, 2020.
  45. ↑ "2009 Fare Service Notice" (PDF). mta.info. Metropolitan Transportation Authority. January 2009. Archived (PDF) from the original on 2009-01-30. Retrieved January 7, 2020.
  46. ↑ Gustafson, Anna (February 17, 2009). "Talk of Q26 bus cut worries St. Francis Prep". Queens Times Ledger. Retrieved January 7, 2020.
  47. ↑ "NYC Transit Service Reductions -Revised" (PDF). mta.info. Metropolitan Transportation Authority. March 19, 2010. p. 96. Archived (PDF) from the original on August 31, 2021. Retrieved January 7, 2020.
  48. ↑ "Evaluation of 2010 Service Reductions" (PDF). mta.info. New York City Transit. September 23, 2011. p. B-60. Archived (PDF) from the original on January 6, 2017. Retrieved January 6, 2020.
  49. ↑ Acevedo, Angélica (December 17, 2019). "MTA gives 'sneak peek' of transformative Queens bus network redesign plan". QNS.com. Archived from the original on January 1, 2020. Retrieved January 1, 2020.
  50. ↑ "MTA Unveils Draft Proposal to Redesign Bus Network in Queens". Spectrum News NY1 | New York City. December 31, 2019. Archived from the original on January 1, 2020. Retrieved January 1, 2020.
  51. ↑ "Draft Plan, Queens Bus Network Redesign". Metropolitan Transportation Authority. December 2019. Archived from the original on December 31, 2019. Retrieved January 1, 2020.
  52. ↑ "Queens bus network redesign remains on hold amid COVID-19 pandemic: MTA". QNS.com. Archived from the original on July 5, 2020. Retrieved 2020-07-05.
  53. ↑ Duggan, Kevin (December 15, 2021). "MTA to release 'totally redone' Queens bus network redesign draft in early 2022". amNewYork. Archived from the original on January 21, 2022. Retrieved January 21, 2022.
  54. ↑ Duggan, Kevin (March 29, 2022). "FIRST ON amNY: MTA reveals new Queens bus redesign draft plan". amNewYork. Archived from the original on March 29, 2022. Retrieved March 29, 2022.
  55. ↑ "Draft Plan, Queens Bus Network Redesign". Metropolitan Transportation Authority. March 2022. Archived from the original on March 29, 2022. Retrieved January 1, 2020.
  56. ↑ Brachfeld, Ben (December 12, 2023). "MTA unveils final proposal for Queens bus network redesign". amNewYork. Archived from the original on December 13, 2023. Retrieved December 13, 2023.
  57. ↑ Shkurhan, Iryna (December 13, 2023). "MTA unveils final plan to overhaul Queens bus network for the first time in decades". QNS.com. Archived from the original on December 14, 2023. Retrieved December 14, 2023.
  58. ↑ "Final Plan, Queens Bus Network Redesign". Metropolitan Transportation Authority. Dec 2023. Archived from the original on December 12, 2023. Retrieved January 1, 2020.
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