Misplaced Pages

• Church Street (northbound)
• Broadway (southbound)

• Church Street, Sixth Avenue (northbound)
• Fifth Avenue, Broadway (southbound)

• Church Street (northbound)
• Broadway (southbound)

• Sixth Avenue (northbound)
• Fifth Avenue (southbound)
• 23rd Street

• Narrows Road (SIM3c only)
• Victory Boulevard, Watchogue Road, Port Richmond Avenue

• Church Street, Sixth Avenue (northbound)
• Fifth Avenue, Broadway (southbound)

• Church Street (northbound)
• Broadway (southbound)

• Church Street, Sixth Avenue, Madison Avenue (northbound)
• Fifth Avenue, Broadway (southbound)

• Madison Avenue (northbound)
• Lexington Avenue (southbound)
• 23rd Street

• Sixth Avenue (northbound)
• Broadway, Houston Street (southbound)
• West Street

• 42nd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Goethals Road (SIM8 only)
• Richmond Avenue, Woodrow Road

• Sixth Avenue (northbound)
• Broadway, Houston Street (southbound)
• West Street

• Sixth Avenue (northbound)
• Fifth Avenue (southbound)
• 23rd Street

• Madison Avenue (northbound)
• Lexington Avenue (southbound)
• 23rd Street

• Madison Avenue (northbound)
• Lexington Avenue (southbound)
• 42nd Street

• Madison Avenue (northbound)
• Fifth Avenue (southbound)
• 34th Street

• Madison Avenue (northbound)
• Fifth Avenue (southbound)
• 42nd Street

• Madison Avenue (northbound)
• Lexington Avenue (southbound)
• 42nd Street

• Madison Avenue (northbound)
• Fifth Avenue (southbound)
• 42nd Street

• Forest Avenue
• Victory Boulevard (Sunnyside service)
• Tompkins Avenue (Rosebank service)

• Madison Avenue (northbound)
• Fifth Avenue (southbound)
• 23rd Street

• Church Street (northbound)
• Broadway (southbound)

• Sixth Avenue (northbound)
• Broadway, Houston Street (southbound)
• West Street

• Narrows Road (SIM33C only)
• Gannon Avenue, Richmond Avenue, Forest Avenue

• Church Street, Sixth Avenue, Madison Avenue (northbound)
• Broadway, Fifth Avenue (southbound)

• Church Street (northbound)
• Broadway (southbound)

• Operates all times: SIM1 operates only during peak hours; SIM1C operates during all other times

• Extended from Huguenot to Tottenville via Hylan Boulevard
• As of January 13, 2019, off-peak service was eliminated due to low ridership

• Operates during both peak and off-peak hours
  • SIM3 operates only during peak hours; SIM3C operates during off-peak hours via Lower Manhattan
• SIM3 operates via 23rd Street and the FDR Drive to bypass intermediate stops to the south during peak hours (similar to former X42).

• Operates during both peak and off-peak hours
  • SIM4 & SIM4X operate only during peak hours; SIM4C operates during off-peak hours
  • SIM4X runs express along Richmond Avenue, only stopping at Lamberts Lane and the Staten Island Mall (Lamberts Lane stop added January 13, 2019)
• Former weekend service to Bay Ridge, Brooklyn (under former X17C) eliminated.
• Late evening Staten Island-bound SIM4C service extended west to Huguenot Avenue along SIM8 route on October 7, 2018
• As of January 13, 2019, SIM4C buses were extended to Huguenot in order to replace the SIM2 off-peak

• Originally had an express variant, SIM5X, non-stop from South Beach Park & Ride to Manhattan mornings only.
  • SIM5X extended to New Dorp at Tysens Lane on September 7, 2018 to serve the community better, but the entire route was quickly discontinued on October 7, 2018 due to low ridership.

• Staten Island-bound trips rerouted from 5th Avenue to Lexington Avenue on August 30, 2018 following customer complaints.
• The northern terminal was relocated from Sixth Avenue and Central Park South to Lexington Avenue and 57th Street to prevent buses from getting stuck in crosstown traffic.
• Originally had an express variant, SIM6X, non-stop from South Beach Park & Ride to Manhattan mornings only.
  • SIM6X extended to New Dorp at Tysens Lane on September 7, 2018 to serve the community better, but the entire route was quickly discontinued on October 7, 2018 due to low ridership.

• SIM8X runs express along Richmond Avenue, only stopping at Lamberts Lane and the Staten Island Mall (Lamberts Lane stop added January 13, 2019)

• Added on October 7, 2018 to provide West Street/Greenwich Village service on Father Capodanno Boulevard

• Added on January 13, 2019 to provide more reliable service between the northern portion of the Hylan Blvd corridor and East Midtown, and restore usage of the old New Dorp terminal on Mill Road.

• Staten Island-bound trips rerouted from Fifth Avenue to Lexington Avenue on August 30, 2018

• Was operated by Academy Bus until Dec 30, 2021.
• SIM23 and SIM24 rerouted from 42nd Street onto 34th Street on November 5, 2018, replicating X23/X24 route
• SIM24 rerouted to Outerbridge Park & Ride on January 13, 2020, discontinued by MTA NYCT on January 3, 2022 ; SIM23 extended west along Hylan Boulevard to Luten Avenue to replace SIM24 service, while also expanding service to Southeast Annadale, MTA NYCT extended SIM23 to Poillion Avenue and Hylan Blvd.
• Service started operations by MTA New York City Transit on January 3, 2022.

• New route replaced former X23 service on Foster Road in Princes Bay

• Staten Island-bound trips rerouted from 5th Avenue to Lexington Avenue on August 30, 2018
• No service to Outerbridge Park & Ride

• A pilot branch via Tompkins Avenue provides some Manhattan-bound service for former X18 riders (the X18 previously served Downtown. This branch serves Midtown)

• Created on January 13, 2019 as an off-peak version of the SIM33 extended to Midtown via Church Street and Madison Avenue, also serving Narrows Road

• Midtown
  East 57th Street and Madison Avenue

  ---

• Chelsea
  West 23rd Street and Broadway

  ---

• Lower Manhattan
  Thomas Street and Church Street

• Church Street, Sixth Avenue, Madison Avenue (northbound)
• Fifth Avenue, Park Avenue South, Broadway (southbound)

• 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Trinity Place, Park Row, Water Street (Downtown Loop)
• 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Flatbush Avenue, Avenue H, Avenue M
• Pennsylvania Avenue (Downtown trips only)

• Fifth Avenue (southbound)
• Madison Avenue (northbound)
• 34th Street

• Rush Hour service terminates at Thomas Street or 23rd Street
• All weekend service terminates at 57th Street
• Service began on January 3, 1972 as the B27X as the first express bus route between Manhattan and Brooklyn, was renumbered X27 in 1976
• Stop at Battery Place and Greenwich Street added in 1981
• In January 2000, the MTA announced plans to reroute northbound X27, X28, and X29 to run directly via Greenwich Street and Trinity Place after exiting the Brooklyn Battery Tunnel, instead of running via a 0.5 miles (0.80 km)-long loop consisting of West Street, Battery Place, Greenwich Street, and Trinity Place. The reroute would eliminate three left turns and the need to travel through two traffic lights. While making the loop normally took about five minutes, it could take 15 minutes or longer under heavy traffic congestion. Service to the Greenwich Street and Battery Place bus stop, used by 475 people per weekday, or 11 percent of all Manhattan-bound riders on the three routes would be discontinued. The change, which would take effect the same month, was expected to save $20,000 a year. This change had been implemented successfully on the X1 and X14 bus routes. The change took effect in February 2000. In July 2000, the MTA announced plans to reverse the change for northbound X1, X12, X27, X28, and X29 service during morning peak periods due to the planned extension of the Gowanus Expressway High-Occupancy Vehicle (HOV) Lane through the Brooklyn Battery Tunnel during the morning peak period between 6 a.m. and 10 a.m.. The change would be made since the extension of the HOV lane would prevent vehicles from moving between the left and right tubes within the toll plaza at the entrance to the tunnel, meaning buses using the HOV lane would no longer be able to exit on Trinity Place. To address the fact that the reroute would restore the congested through loop, MTA Bridges and Tunnels planned to place police officers and traffic agents at key locations to regulate traffic flow. The change, which would take effect in late July 2000, was expected to increase annual operating costs by $32,000.
• Weekend service added September 2002

• Seagate served part-time in the peak direction and late nights only; service terminates at Thomas Street or 23rd Street
• All weekend service terminates at 57th Street
• In January 2000, the MTA announced plans to reroute northbound X27, X28, and X29 to run directly via Greenwich Street and Trinity Place after exiting the Brooklyn Battery Tunnel, instead of running via a 0.5 miles (0.80 km)-long loop consisting of West Street, Battery Place, Greenwich Street, and Trinity Place. The reroute would eliminate three left turns and the need to travel through two traffic lights. While making the loop normally took about five minutes, it could take 15 minutes or longer under heavy traffic congestion. Service to the Greenwich Street and Battery Place bus stop, used by 475 people per weekday, or 11 percent of all Manhattan-bound riders on the three routes would be discontinued. The change, which would take effect the same month, was expected to save $20,000 a year. This change had been implemented successfully on the X1 and X14 bus routes. The change took effect in February 2000. In July 2000, the MTA announced plans to reverse the change for northbound X1, X12, X27, X28, and X29 service during morning peak periods due to the planned extension of the Gowanus Expressway High-Occupancy Vehicle (HOV) Lane through the Brooklyn Battery Tunnel during the morning peak period between 6 a.m. and 10 a.m.. The change would be made since the extension of the HOV lane would prevent vehicles from moving between the left and right tubes within the toll plaza at the entrance to the tunnel, meaning buses using the HOV lane would no longer be able to exit on Trinity Place. To address the fact that the reroute would restore the congested through loop, MTA Bridges and Tunnels planned to place police officers and traffic agents at key locations to regulate traffic flow. The change, which would take effect in late July 2000, was expected to increase annual operating costs by $32,000.
• Formerly terminated at Cropsey Avenue and Bay 49th Street in Brooklyn
• Weekend service added September 2002 and eliminated June 2010-September 2016 due to budget crisis
• Originally B28X in 1971, then renumbered as the X28 in 1976.
• Overnight service began on May 6, 2020 due to the overnight subway shutdown caused by the COVID-19 pandemic; discontinued on June 28, 2020 due to low ridership.

• No weekend service
• No stops in Manhattan south of 23rd Street
• Temporarily eliminated June 2010-July 2011 due to budget crisis

• No overnight or Sunday service
• Midtown service via Downtown area operates all day
• Downtown-only and Midtown express services operate weekday peak rush hours only
• BM1 service began on July 10, 1972, running from Avenue U and Bergen Avenue to Madison Avenue and 56th Street.
• BM1, BM2, BM3 operated by Pioneer Bus until 1979, BM4 began operating on July 16, 1984; all routes then operated by Command Bus Company until 2005
• BM2 extended to Starrett City from Canarsie in October 1974
• Overnight BM2 and BM3 service began on May 6, 2020 due to the overnight subway shutdown caused by the COVID-19 pandemic.
• BM3 overnight service discontinued on June 28, 2020 due to low ridership.

• Operated by Pioneer Bus until 1979, Command Bus Company 1979-2005
• Formerly made only one stop in Queens, at 79th Street in Lindenwood; expanded service along Woodhaven and Cross Bay Boulevards began April 2010
• Renumbered from BQM1 on July 16, 2007.

• In Lower Manhattan, the BM1/BM1C would be rerouted to Water Street to simplify service.
• Between Ocean and Coney Island Avenues in Brooklyn, the BM1/BM1C/BM31 would use Beverley Road instead of Cortelyou Road.
• Between Flatbush and Ocean Avenues in Brooklyn, the BM1/BM1C/BM31 would use Avenue J instead of Avenue K.

• Water Street, FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• In Lower Manhattan, the BM2/BM2C would be rerouted to Water Street to simplify service.
• Between Ocean and Coney Island Avenues in Brooklyn, the BM2/BM2C/BM32 would use Beverley Road instead of Cortelyou Road.

• Water Street, FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• In Lower Manhattan, the BM3/BM3C would be rerouted to Water Street to simplify service.
• Between Beverley Road and the Prospect Expressway, the BM3/BM3C/BM33 would use a more direct routing along Caton Avenue and Ocean Parkway.
• Between Ocean and Coney Island Avenues in Brooklyn, the BM3/BM3C/BM33 would use Beverley Road instead of Cortelyou Road.

• Trinity Place, Park Row, Water Street (Downtown Loop)

• In Lower Manhattan, the BM4/BM4C would be rerouted to Water Street to simplify service.
• In central Brooklyn, the BM4/BM4C/BM34 would be rerouted to Coney Island Avenue and Avenue L to provide new service to Midwood and reduce the number of turns.

• Water Street, FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Church Street (northbound)
• Broadway (southbound)

• Replaces downtown-only variant of X27.
• In Manhattan, all trips would terminate at Duane Street and begin at Thomas Street due to low ridership between Duane/Thomas Streets and 23rd Street.

• Church Street, Sixth Avenue, Madison Avenue (northbound)
• Fifth Avenue, Broadway (southbound)

• Church Street (northbound)
• Broadway (southbound)

• Replaces downtown-only variant of X28.
• In Manhattan, all trips would terminate at Duane Street and begin at Thomas Street due to low ridership between Duane/Thomas Streets and 23rd Street.
• In Brooklyn, all trips would terminate at Cropsey Avenue and Canal Avenue due to low ridership in Sea Gate.

• Church Street, Sixth Avenue, Madison Avenue (northbound)
• Fifth Avenue, Broadway (southbound)

• FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Between Ocean and Coney Island Avenues in Brooklyn, the BM1/BM1C/BM31 would use Beverley Road instead of Cortelyou Road.
• Between Flatbush and Ocean Avenues in Brooklyn, the BM1/BM1C/BM31 would use Avenue J instead of Avenue K.

• FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Between Beverley Road and the Prospect Expressway, the BM3/BM3C/BM33 would use a more direct routing along Caton Avenue and Ocean Parkway.
• Between Ocean and Coney Island Avenues in Brooklyn, the BM3/BM3C/BM33 would use Beverley Road instead of Cortelyou Road.

• FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Fifth Avenue (southbound)
• Madison Avenue (northbound)
• 34th Street

• BM5 relabeled to BM35 to reflect its Midtown terminus.
• Only other changes would be to stop spacing.

• FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Replaces midtown-only variant of X37.
• Only other changes would be to stop spacing.

• FDR Drive, 23rd Street
• Madison Avenue (northbound)
• Fifth Avenue (southbound)

• Replaces midtown-only variant of X38.
• In Brooklyn, all trips would terminate at Cropsey Avenue and Canal Avenue due to low ridership in Sea Gate.

• East 23rd Street
• Madison Avenue (outbound)
• Fifth Avenue (inbound)
• East 57th Street
• Third Avenue (inbound)

• 34th Street, Sixth Avenue
• 57th Street (inbound)
• 59th Street (outbound)

• Whitestone Expressway service road (weekdays)
• Parsons Boulevard (weekends)
• Cross Island Parkway service road

• Union Turnpike, Lakeville Road

• Union Turnpike, 188th Street
• 73rd Avenue, Horace Harding Expressway (QM8 only)

• 34th Street, Sixth Avenue
• 57th Street (inbound)
• 59th Street (outbound)

• Began service October 18, 1971 as Q20X
• Renumbered to X20 in 1976 and to current number on April 15, 1990.

• Began service October 18, 1971 as Q24X
• Renumbered to X24 in 1976 and current number on April 15, 1990.

• Began service on August 2, 1971 as the Q18X, the first NYCT express service between Queens and Manhattan. Service initially ran between Hillside Avenue and 267th Street and 23rd Street and Broadway. Buses would run every 15 minutes between 7 a.m. and 7:45 a.m. from Queens, and every 15 minutes from 24th Street and Madison Avenue in the evening between 4:30 p.m. and 5:15 p.m.. Buses would run express along Queens Boulevard and the Queensboro Bridge.
• Renumbered to X18 in 1976 and current number on April 15, 1990.
• Some AM peak trips terminate at East 57th Street and 3rd Avenue, operating via Madison Avenue
• Overnight service began on May 6, 2020 due to the overnight subway shutdown caused by the COVID-19 pandemic; discontinued on June 28, 2020 due to low ridership.
• On September 30, 2024, the last stop for Floral Park-bound service was moved from 268th Street to 267th Street.

• Operates during rush hours only, off peak service available via QM5
• Began service on February 26, 1968;
• Operated by Steinway Transit 1968-1985, Queens/Steinway Transit Corp. 1985-1988, and Queens Surface Corporation from 1998-2005
• Downtown trips re-designated QM7 in June 2010
• Off-peak service discontinued on in December 2015
• Third Avenue service re-labeled QM31 in September 2016

• Began service on June 9, 1969.
• Operated by Queens Transit from 1969-1988 and Queens Surface Corporation 1988-2005
• Weekend service via Mitchell Gardens began in 1994
• Weekend service rerouted to Parsons Boulevard in April 2014
• Queens-bound service rerouted to 59th Street in August 2015
• Third Avenue service re-labeled QM32 in September 2016
• QM32 service operates AM rush hours in both directions and PM rush hours eastbound only

• Operated by Queens Transit 1970-1988, Caravan Transit 1988-1990, and Queens Surface Corporation 1990-2005
• On April 15, 2013, low ridership eastbound drop-off stops made in the PM along Northern Boulevard at 82nd Street and 114th Street were discontinued.
• Queens-bound service rerouted to 59th Street in August 2015

• Operated by Queens Transit 1971-1988 and Queens Surface Corporation 1988-2005
• Third Avenue service relabeled to QM44 in July 2016

• Bypasses Fresh Meadows during rush hours in the peak direction
• Operated by Steinway Transit 1968-1985, Queens/Steinway Transit Corp. 1985-1988, and Queens Surface Corporation 1988-2005
• Formerly part of the QM1A, re-designated June 2010
• Downtown trips re-designated QM8 in June 2010
• Third Avenue service relabeled QM35 in September 2016

• Operated by Steinway Transit from 1968-1988 and Queens Surface Corporation 1988-2005
• Formerly part of the QM1A, re-designated in June 2010
• Third Avenue service relabeled QM36 in September 2016
• Overnight QM6 service began on May 6, 2020 due to the subway shutdown caused by the COVID-19 pandemic, making QM18 stops along Queens Boulevard as well as a pick-up at Woodhaven Boulevard & Hoffman Drive, and a drop-off at Queens Boulevard & Woodhaven Boulevard.
• Overnight service discontinued on June 28, 2020 due to low ridership.

• QM7 operates from Fresh Meadows, QM8 operates from Glen Oaks and bypasses Fresh Meadows
• QM8 AM "Super Express" service serves Fresh Meadows
• Operated by Steinway Transit 1978-1988, Caravan Transit 1988-1990, and Queens Surface Corporation 1990-2005
• Formerly part of the QM1/QM1A, re-designated in June 2010

• Formerly operated by Triboro Coach
• Downtown service relabeled QM11 in 1971
• Third Avenue service relabeled QM40 in September 2016

• Formerly operated by Triboro Coach
• Stops east of 71st Avenue in Forest Hills discontinued in January 2011
• Elmhurst stops added and route rerouted to Woodhaven Boulevard in July 2016
• Midday service reduced from Summer 2010 to Winter 2012
• Third Avenue service relabeled QM42 in September 2016

• Operates via Lindenwood between Howard Beach and Ozone Park via 157th Avenue
• Off-peak service terminates at 157th Avenue and 92nd Street
• No Sunday service
• Nicknamed "Shopper's Special"
• Began service under Green Lines in 1970
• Saturday service added July 1979
• With the discontinuation of the JFK Express on April 15, 1990, which was also used by residents of Howard Beach to commute into Manhattan, service was extended from 157th Avenue and 84th Street to 159th Avenue and 102nd Street. A new stop was also added at 157th Avenue and Cross Bay Boulevard. The change was made at the request of Queens Borough President Claire Shulman.

• Formerly operated by Green Lines
• QM16 service began April 12, 1971, QM17 service began December 20, 1976
• Stops north of 157th Avenue in Howard Beach eliminated in July 2006
• QM16 extended from Rockaway Park to Neponsit on September 4, 2007, then Roxbury at Fort Tilden on April 18, 2011, then truncated to Jacob Riis Park in December 2011 to accommodate customer parking
• QM17 overnight service began on May 6, as a result of the subway shutdown caused by the COVID-19 pandemic, operating in both directions; discontinued on June 28, 2020 due to low ridership.
• QM17 overnight service makes daytime QM15 stops along Cross Bay Boulevard & Woodhaven Boulevard

• Began service under Green Bus Lines around 1975
• On July 8, 1986, Community Board 9 formally recommended extending the route from Liberty Avenue to 150th Avenue in South Ozone Park. The Board had denied the request by Green Bus Lines on February 18 because some of its members feared that the additional riders using the route would overcrowd the buses. The Board only approved the change after the company added new buses to the route. The change was made so that passengers traveling by bus from 150th Avenue to Manhattan would not have to pay two fares.
• Extended along 135th Avenue in Spring 2008

• No weekend service
• Began service on July 7, 1970, originally operated on QM2 route north/west of Utopia Parkway
• Operated by Queens Transit 1970-1988, Queens Surface Corporation 1988-2005
• Queens-bound service rerouted to 59th Street in August 2015
• Renumbered from QM2A in September 2011

• Formerly operated by Jamaica Buses
• Began service June 21, 1971.

• Began service June 6, 1988
• Formerly operated by Triboro Coach
• Rerouted to Sixth Avenue in Spring 2011
• Downtown service relabeled from QM24W to QM25 in June 2010
• Third Avenue service relabeled QM34 in July 2016

• 34th Street, Sixth Avenue
• 57th Street (inbound)
• 59th Street (outbound)

• Whitestone Expressway service road (weekdays)
• Parsons Boulevard (weekends)
• Cross Island Parkway service road

• Union Turnpike, Lakeville Road
• Queens Boulevard (overnights)

• Union Turnpike, 188th Street
• 73rd Avenue, Horace Harding Expressway (QM8 only)

• 34th Street, Sixth Avenue
• 57th Street (inbound)
• 59th Street (outbound)

• East 23rd Street
• Madison Avenue (outbound)
• Fifth Avenue (inbound)
• East 57th Street
• Third Avenue (inbound)

• Third Avenue (northbound)
• Lexington Avenue (southbound)

• Broadway (select BxM1 trips)
• 230th Street, Kappock Street, Henry Hudson Parkway, Riverdale Avenue

• Sixth Avenue, Madison Avenue (northbound)
• Seventh Avenue, Fifth Avenue (southbound)

• Madison Avenue (northbound)
• Fifth Avenue (southbound

• Madison Avenue, Third Avenue (northbound)
• Fifth Avenue (southbound)

• Westchester Avenue, Bruckner Boulevard
• City Island Avenue (select trips)

• Randall Avenue, Harding Avenue
• Throgs Neck Boulevard (outbound)
• Clarence Avenue (inbound)

• Madison Avenue (northbound)
• Fifth Avenue (southbound

• Church Street, Sixth Avenue, and Madison Avenue (northbound)
• Fifth Avenue, Broadway (southbound)

• Select weekday trips operate nonstop via Major Deegan Expressway, bypassing Inwood
• Began service on August 19, 1968, operated by Riverdale Transit Corp. 1968-1984, then Liberty Lines Express 1984-2005
• Overnight service began on May 6, 2020 due to the overnight subway shutdown caused by the COVID-19 pandemic; discontinued on June 28, 2020 due to low ridership.

• Began service on August 19, 1968
• Operated by Riverdale Transit Corp. until 1984, then Liberty Lines Express 1984-2005
• Overnight service began on May 6, 2020 due to the overnight subway shutdown caused by the COVID-19 pandemic; discontinued on June 28, 2020 due to low ridership.
• Drop-off stop at 5th Avenue and 94th Street eliminated and pick-up and drop-off stops added in Harlem at Madison Avenue and 123rd Street 5th Avenue and 125th Street, respectively, on March 31st, 2024.
• Service will be rerouted from the Major Deegan Expressway to operate via Inwood and the Henry Hudson Parkway to serve West Midtown as part of a redesign of the Bronx bus system.

• Began service in 1970
• Operated by Riverdale Transit Corp. until 1984, then Liberty Lines Express 1984-2005
• Pick-up in Harlem is available at 123rd Street and Madison Avenue

• Began service October 30, 1972
• Operated by Riverdale Transit Corp. as the BxM4B until 1984, then Liberty Lines Express 1984-2005
• Relabeled to BxM4 when Bedford Park service (BxM4A) was discontinued in June 2010
• Service north of Van Cortlandt Avenue East will be rerouted via Mosholu Parkway and Goulden Avenue to the new terminal at West 205 Street and Paul Avenue as part of a redesign of the Bronx bus system, similar to former BxM4A service. Service along East 233 Street and Katonah Avenue will be provided by the new BxM5.

• Began service August 24, 1970, operated by New York Bus Service until 2005

• To Manhattan via Sections 1-2-3-4-5 in Co-op City; from Manhattan via sections 5-4-3-2-1 in Co-op City
• During AM rush hours, service is divided up so certain trips only serve only one or two sections of Co-op City before continuing to Manhattan
• Began service on January 18, 1971, operated by New York Bus Service until 2005
• Wall Street Express service ended in 1987; downtown service from Co-op City via Whitestone Expressway, Queens-Midtown Tunnel and FDR drive was proposed briefly as the BxM17 in June 2019 as part of the Bronx bus redesign draft plan.
• Overnight service began on May 6, 2020 due to the overnight subway shutdown caused by the COVID-19 pandemic; makes all BxM8 stops along Bruckner Boulevard during overnight hours.
• Pick Up and Drop Off stops added on 5 Av-97 St and 3 Av-97 St in March 2024

• Two peak-direction trips serve are extended to City Island to replace former BxM7B route
• Pelham Bay service began January 10, 1972 as the BxM7A
• City Island service began January 7, 1980 as the BxM7B
• Operated by New York Bus Service until 2005
• Services were combined and renumbered BxM8 in September 2011
• During weekday peak periods only, service along Westchester Avenue, Crosby Avenue, and Jarvis Avenue will be discontinued for City Island trips as part of a redesign of the Bronx bus system.

• Began service on August 2, 1976, operated by New York Bus Service until 2005

• Off-peak and weekend BxM10 service will operate via Hugh J. Grant Circle to serve current BxM6 customers who will no longer have off-peak and weekend service as part of a redesign of the Bronx bus system.

• Overnight service began on May 6, 2020 due to the overnight subway shutdown caused by the COVID-19 pandemic; discontinued on June 28, 2020 due to low ridership.
• The BxM11 routing will change to operate from East 233 Street via Bronxwood Avenue and Boston Rd to existing BxM11 non-stop routing to Midtown as part of a redesign of the Bronx bus system. Service along Nereid Avenue will be provided by the new BxM5. Service along White Plains Road will continue to be provided by the subway.

• First drop-off and last pickup in Manhattan is at Madison Square
• Stops at 5th Avenue and 35th Street (southbound) and Madison Avenue and 56th Street (northbound) for transfers from/to other Queens and Bronx express buses
• Began service on September 11, 1978 operated Liberty Lines Express (along with New York City Transit's X61 route)
• Service will be rerouted from the Major Deegan Expressway and 5th Avenue to operate via Inwood and the Henry Hudson Parkway to serve Hudson Yards and Downtown as part of a redesign of the Bronx bus system.

• Operated by MTA New York City Transit
• Special event service only, fares collected only for travel to Randall's Island
• M35 local bus service available full-time

• Daily service. Operated all times. Peak-hour service started/ended at 23rd Street in Manhattan.
• In March 2000, it was announced that off-peak and weekend X1, X10, and X17 service would run directly out of the Brooklyn Battery Tunnel onto Greenwich Street and Trinity Place instead of looping via West Street, Battery Place, Greenwich Street, and Trinity Place, as was done by peak period service. The reroute would eliminate three left turns and the need to travel through two traffic lights. While making the loop normally took about five minutes, it could take 15 minutes or longer under heavy traffic congestion. Service to the Greenwich Street and Battery Place bus stop, used by only 0.5 percent of all weekend riders, would be discontinued. The changes, which were to be implemented in June 2000, were estimated to save $25,000 a year.
• In July 2000, the MTA announced plans to reroute northbound X1, X12, X27, X28, and X29 service during morning peak periods from running directly out of the Brooklyn Battery Tunnel onto Greenwich Street and Trinity Place to instead loop via West Street, Battery Place, Greenwich Street, and Trinity Place due to the planned extension of the Gowanus Expressway High-Occupancy Vehicle (HOV) Lane through the Brooklyn Battery Tunnel during the morning peak period between 6 a.m. and 10 a.m.. The change would be made since the extension of the HOV lane would prevent vehicles from moving between the left and right tubes within the toll plaza at the entrance to the tunnel, meaning buses using the HOV lane would no longer be able to exit on Trinity Place. To address the fact that the reroute would restore the congested through loop, MTA Bridges and Tunnels planned to place police officers and traffic agents at key locations to regulate traffic flow. The change, which would take effect in late July 2000, was expected to increase annual operating costs by $32,000.
• Overnight express service started on January 20, 2013.
• Originally numbered R13X in 1972, then X13 in 1976.

• Peak service only. Bypassed Lower Manhattan via FDR Drive.

• Peak service only

• Peak service only

• Peak service only. Bypassed Lower Manhattan via FDR Drive.

• Peak service only.
• Discontinued on June 27, 2010 due to a budget crisis

• Peak service only. Operated via West Street in Lower Manhattan.

• Peak service only

• Peak service only
• Operated via West Street in Lower Manhattan
• Service started in December 1968 as the R9X.
• The route was relabeled the X9 in 1976.

• Daily service.
• Peak hour trips (X10B) operated via West Street at World Financial Center in Lower Manhattan instead of Broadway and Church Street. Battery Park service replaced by X11.
• Service on Narrows Road provided by the X14 during peak hours, when the X10 did not stop there.
• Service began as the R10X on August 5, 1970, running between Castleton Avenue and Jewett Avenue and Broadway and Park Place. Buses left Staten Island at 7:30, 7:45, and 8 a.m., and left Manhattan at 4:45, 5, and 5:15 p.m.
• Became X10 in 1976
• In September 1994, two non-revenue trips were converted to revenue trips, providing one reverse commute trip in the AM from Manhattan and on in the PM to Manhattan to serve the College of Staten Island.
• On January 17, 1998, an early Saturday morning trip toward Manhattan leaving Jewett at 6:30 a.m. was added. Service continued running hourly from 7:00 a.m. to 9 p.m.
• In March 2000, it was announced that off-peak and weekend X1, X10, and X17 service would run directly out of the Brooklyn Battery Tunnel onto Greenwich Street and Trinity Place instead of looping via West Street, Battery Place, Greenwich Street, and Trinity Place, as was done by peak period service. The reroute would eliminate three left turns and the need to travel through two traffic lights. While making the loop normally took about five minutes, it could take 15 minutes or longer under heavy traffic congestion. Service to the Greenwich Street and Battery Place bus stop, used by only 0.5 percent of all weekend riders, would be discontinued. The time savings would allow off-peak (9:15 a.m. to 10:30 p.m. toward Manhattan, and from 8:20 a.m. to 4:00 p.m. and from 7:30 p.m. to 12:20 a.m. to Staten Island) and weekend X10 buses to serve four stops along Narrows Road in Staten Island which were only served in peak periods by the X13, X14, and X16. Buses would run along Narrows Road instead of the Staten Island Expressway between Clove Road and the Verrazano–Narrows Bridge toll plaza. The changes, which were to be implemented in June 2000, were estimated to save $25,000 a year.

• Peak service only
• In February 1999, the MTA announced plans to extend the route along Victory Boulevard from Roswell Avenue to Wild Avenue, which was the terminal of the S62 and the S92. The extension was estimated to cost $5,000 a year, and was expected to generate $4,500 a year in revenue. The change would take effect in March 1999.

• Peak service only.
• During the height of the rush hour, X12 trips ended at 23rd Street, while X42 trips acted as midtown super-express service (via the FDR Drive & 23rd Street instead of 6th Avenue/Broadway).
• In July 2000, the MTA announced plans to reroute northbound X1, X12, X27, X28, and X29 service during morning peak periods from running directly out of the Brooklyn Battery Tunnel onto Greenwich Street and Trinity Place to instead loop via West Street, Battery Place, Greenwich Street, and Trinity Place due to the planned extension of the Gowanus Expressway High-Occupancy Vehicle (HOV) Lane through the Brooklyn Battery Tunnel during the morning peak period between 6 a.m. and 10 a.m.. The change would be made since the extension of the HOV lane would prevent vehicles from moving between the left and right tubes within the toll plaza at the entrance to the tunnel, meaning buses using the HOV lane would no longer be able to exit on Trinity Place. To address the fact that the reroute would restore the congested through loop, MTA Bridges and Tunnels planned to place police officers and traffic agents at key locations to regulate traffic flow. The change, which would take effect in late July 2000, was expected to increase annual operating costs by $32,000.
• X42 service south of 23rd Street to Houston Street eliminated on April 12, 2004.

• In 2002, service was changed from operating to/from Worth Street/Broadway to operating along the Downtown Loop routing shared by the X15, X18, and X20.
• Discontinued on June 27, 2010 due to budget crisis Downtown riders served by X14 buses making additional Downtown stops.

• Originally the R8X to Downtown Brooklyn.
• Originally R14X in 1973, then became X14 in 1976.
• Peak service only

• Peak service only

• Discontinued on June 27, 2010 due to budget crisis

• Peak service only.
• Replaced the X17C in the peak direction for downtown service to and from Annadale.
• All X17 trips (A, C, and J) served the Eltingville Transit Center.
• On June 1, 2009, afternoon trips were extended from Annadale Road and Drumgoole Road West to Annadale Road and Arthur Kill Road, adding three stops. The change was made to formalize the route and reduce confusion.

• Service began as the R17X on July 2, 1973, connecting Midtown and Lower Manhattan with the South Shore of Staten Island. Buses left every 15 minutes from Huguenot Avenue and Carlton Court to Broadway and Duane Street between 6:45 a.m. and 7:45 a.m.. Return buses left at 4:27, 4:40, 4:53, 5:06, and 5:26 p.m.. 13 stops were made on Staten Island. Service ran via Arden Avenue, Arthur Kill Rod, Richmond Avenue, Victory Boulevard, the Staten Island Expressway, the Verrazano-Narrows Bridge, Gowanus Expressway, the Brooklyn-Battery Tunnel, Church Street, Worth Street, and Broadway. Two buses left Staten Island at 6:55 a.m. and 7:20 a.m., heading nonstop to Third Avenue and 57th Street, returning leaving at 4:44 p.m. and 5:05 p.m.. These buses ran via the East River Drive, 42nd Street, Madison Avenue, 57th Street, and Third Avenue.
• Became X17 in 1976
• No service during peak hours in the peak direction
  • Peak direction service replaced by X17A, X17J, X19, X22, X22A, and X24 during these hours.
• In March 2000, it was announced that off-peak and weekend X1, X10, and X17 service would run directly out of the Brooklyn Battery Tunnel onto Greenwich Street and Trinity Place instead of looping via West Street, Battery Place, Greenwich Street, and Trinity Place, as was done by peak period service. The reroute would eliminate three left turns and the need to travel through two traffic lights. While making the loop normally took about five minutes, it could take 15 minutes or longer under heavy traffic congestion. Service to the Greenwich Street and Battery Place bus stop, used by only 0.5 percent of all weekend riders, would be discontinued. The changes, which were to be implemented in June 2000, were estimated to save $25,000 a year.
• In June 2001, the MTA announced plans to approve a plan to extend the span of weekday X17 service from 8:20 p.m. until 11:30 p.m. since the last two trips were almost at complete capacity, which suggested there was demand for later service. The change was scheduled to be implemented in September 2001. The service span increase was expected to cost $200,000 a year.
• Weekends, all X17 trips served Bay Ridge, Brooklyn (to and from Manhattan only). This was done simultaneously with the introduction of Sunday service on September 30, 2012. Sunday service was made permanent in January 2014. Adding this service cost $300,000 annually.
• All X17 trips (A, C, and J) served the Eltingville Transit Center.
• Extended to Tottenville during off-peak weekdays via Outerbridge Park and Ride in January 2013.

• Peak service only.
• Replaced the X17C in the peak direction for midtown Manhattan service.
• Operated via the Lincoln Tunnel, New Jersey Turnpike and the Goethals Bridge
• Created in 2000 as a result of NYCDOT planning studies
• Formerly the Academy Bus Lines Richmond route, with some modifications
• All X17 trips (A, C, and J) served the Eltingville Transit Center.

(Second
use)

• Operated as Park Hill/Rosebank Loop. AM buses ran from Targee Street & DeKalb Street to Water Street & Broad Street. PM buses ran from Trinity Place & Rector Street to School Road & Dennis Torricelli Street.
• Discontinued on June 27, 2010 due to budget crisis

• Peak service only.
• Replaced the X17C in the peak direction for downtown service to and from Huguenot and Arden Heights.

(Second
use)

• On January 4, 2010, service was extended from its terminal at Father Capodano Boulevard and Seaview Avenue and rerouted to operate to a New York City Parks Department Park & Ride along Hylan Boulevard between Sand Lane and Narrows Road. The change was made to increase ridership on the route, which had capacity, to create a bidirectional route path and eliminate a confusing one-way loop, and to provide another express bus option for South Shore and South Beach residents.
• Discontinued on June 27, 2010 due to budget crisis

• Established in 2001 as a short-turn of the X22 with 3 trips each way.
• Discontinued in 2002, and replaced by the X22 bus.

• Peak service only.
• New super express route began service on September 2, 2014.

• Peak service only
• X22 bypassed Outerbridge Park and Ride except for a few PM trips
• X22A originated at Tottenville and operated express between Outerbridge Park and Ride and Manhattan, stopping only at Arthur Kill Road and Victory Boulevard
• Operated via the Lincoln Tunnel, New Jersey Turnpike and the Goethals Bridge
• Created in 2000 as a result of NYCDOT planning studies
• Formerly the Academy Bus Lines Amboy route
• Outerbridge Park and Ride service added on July 5, 2011 to replace the AE7, with six AM trips beginning at Outerbridge and eight PM trips serving Outerbridge.
• X22A service added on January 30, 2012 as a six-month trial, and later made permanent.

• Peak service only
• Began service on August 27, 2001, as a result of NYCDOT planning studies. Operated under city subsidy.
• Formerly operated by Atlantic Express.
• Taken over by Academy Bus in December 2013 following Atlantic Express filing for bankruptcy; temporarily only accepted cash following takeover.
• Operated via the Lincoln Tunnel, New Jersey Turnpike and the Goethals Bridge

(Second
use)

• Peak service only
• Began service on August 27, 2001, as a result of NYCDOT planning studies. Operated under city subsidy.
• Formerly operated by Atlantic Express.
• Renamed from Arden line.
• Taken over by Academy Bus in December 2013; temporarily only accepted cash following takeover.
• Operated via the Lincoln Tunnel, New Jersey Turnpike and the Goethals Bridge

• Peak service only
• On April 23, 1991, the Mayor held a public hearing on a proposed resolution to approve the establishment of the X30 and X31 bus routes on a six-month pilot basis.
• Began service on June 3, 1991.

• Peak service only
• Operated via the Lincoln Tunnel, New Jersey Turnpike and the Goethals Bridge
• Formerly the Academy Bus Lines Forest route until June 22, 2001; began service under NYCT on September 10, 2001.

• Peak service only
• On April 23, 1991, the Mayor held a public hearing on a proposed resolution to approve the establishment of the X30 and X31 bus routes on a six-month pilot basis.
• Began service on June 3, 1991.
• Service initially ran an into Manhattan via the Verrazano-Narrows Bridge, the Gowanus Expressway, and the Brooklyn-Battery Tunnel. A stop was made at West Street and Vesey Street, and service continued up West Street. AM service turned onto 11th Avenue, 23rd Street, and then up Madison Avenue and then 57th Street to the terminal at Third Avenue. In the PM, service started at Park Avenue and 57th Street, then went south on Lexington Avenue, west on 23rd Street, before heading on Seventh Avenue and West Houston Street, before joining up with the AM route at West Street.
• AM trips ran via the Gowanus Expressway, PM trips ran via Lincoln Tunnel, New Jersey Turnpike and the Goethals Bridge.
• On April 1, 1996, morning buses were rerouted via New Jersey to save up to 40 minutes in travel time and the route was extended 1.8 miles (2.9 km) from Marsh Avenue to the Richmond Avenue turnaround. The changes were made in response to a competing express bus route set up by a private bus operator on February 5, 1996, which already ran via New Jersey. A free transfer was instituted to make up for the loss of service to Lower Manhattan at Vesey Street. After three months, the changes increased ridership by 20%, making up most of the ridership lost to the competing bus company.
• Operated via Lincoln Tunnel in both directions until March 20, 2006, when buses were rerouted via the Staten Island and Gowanus Expressways and West Street. This was following the opening of the Staten Island Expressway bus lane in November 2005.

• On February 4, 1965, it was announced that the NYCTA was studying whether it was feasible to create an express bus route between Staten Island and downtown Brooklyn via the Verrazano-Narrows Bridge at the suggestion of Brooklyn Borough President Abe Stark.
• Service started on November 3, 1965 on a six-month trial basis. Buses made two trips in the morning rush to Brooklyn, and two trips in the evening rush from Brooklyn. The service ran express between Clove Road and Richmond Road and Adams Street and Fulton Street. The fare at the time was 30 cents.
• First express bus route to link Staten Island with Downtown Brooklyn.
• Renumbered the X8.
• On November 2, 1989, a proposal was held to discontinue service on the route due to low ridership. An average of 16 riders used the route per day in either direction.
• The route made its last trip on April 13, 1990, and was discontinued on April 15, 1990. It was estimated that discontinuing the route would save $71,000 a year. Before it was discontinued, there was only one trip in each direction.
• Service was discontinued in early 1990 due to low ridership.

(First
use)

(First
use)

(First
use)

(First
use)

• Began service on October 1, 1976 running from Grand Central to Battery Place and Greenwich Street. The service included a UniTicket program between the Conrail (now Metro-North) rail service at Grand Central and the express bus route.
• Discontinued on June 27, 2010 due to budget crisis

• Created in 2002 with September 11 FEMA funds, to help replace IRT Broadway–Seventh Avenue Line and PATH service to Lower Manhattan. Discontinued on April 12, 2004, following the resumption of PATH service.

• X27B and X28B travel path is the same as X27 and X28 except running via West Street and World Financial Center.
• Service operated briefly from January 3, 2011 until July 1, 2011, due to a lawsuit which stated that 2010 service cuts violated the ADA law.
• These routes were replaced by reinstated X37 and X38 bus service.
• X27C and X28C trips were short turns to Worth St.

• Began service on February 14, 1972 as B29X.
• Originally the B29X; renumbered in 1976
• Served Midtown and Downtown Manhattan.
• Original terminal was West 5th Street and Sea Breeze Avenue (near Surf Avenue); later extended to Surf Avenue & West 37th Street (at Sea Gate), then truncated to Stillwell Avenue.
• In January 2000, the MTA announced plans to reroute northbound X27, X28, and X29 to run directly via Greenwich Street and Trinity Place after exiting the Brooklyn Battery Tunnel, instead of running via a 0.5 miles (0.80 km)-long loop consisting of West Street, Battery Place, Greenwich Street, and Trinity Place. The reroute would eliminate three left turns and the need to travel through two traffic lights. While making the loop normally took about five minutes, it could take 15 minutes or longer under heavy traffic congestion. Service to the Greenwich Street and Battery Place bus stop, used by 475 people per weekday, or 11 percent of all Manhattan-bound riders on the three routes would be discontinued. The change, which would take effect the same month, was expected to save $20,000 a year. This change had been implemented successfully on the X1 and X14 bus routes. The change took effect in February 2000. In July 2000, the MTA announced plans to reverse the change for northbound X1, X12, X27, X28, and X29 service during morning peak periods due to the planned extension of the Gowanus Expressway High-Occupancy Vehicle (HOV) Lane through the Brooklyn Battery Tunnel during the morning peak period between 6 a.m. and 10 a.m.. The change would be made since the extension of the HOV lane would prevent vehicles from moving between the left and right tubes within the toll plaza at the entrance to the tunnel, meaning buses using the HOV lane would no longer be able to exit on Trinity Place. To address the fact that the reroute would restore the congested through loop, MTA Bridges and Tunnels planned to place police officers and traffic agents at key locations to regulate traffic flow. The change, which would take effect in late July 2000, was expected to increase annual operating costs by $32,000.
• Discontinued on June 27, 2010 due to a budget crisis.

• School days only, discontinued on June 27, 2010 due to budget crisis. Service replicated by Q44 and Bx22 local buses and private buses for school students.
• Traveled between Queens and the Bronx via the Whitestone Bridge, and non-stop in the Bronx via the Hutchinson River Parkway, Cross Bronx Expressway, Bronx River Parkway, Kasmiroff Boulevard (Southern Boulevard), and Bedford Park Boulevard.

• Began service on September 5, 1978.
• Discontinued on June 27, 2010 during budget crisis, due to low ridership and proximity to 7 subway service, and the Long Island Rail Road Port Washington Branch stations nearby.

• Began service on September 11, 1978.
• Service reduced in 1980 due to low ridership.
• Discontinued in early 1990.

• Discontinued in early 1980, became BM15 operated by Fiesta Bus in 1981, then operated by Metro Apple Express in the late 1980s
• Discontinued when Metro Apple Express went bankrupt.

• Events-only special. Last ran in 2009, discontinued sometime after.

• Unknown if route actually ran, seen on bus display signs. If route did run, it was most likely during events.

Icahn Stadium

• Events-only special. Last ran in 2010, discontinued sometime after.

• Unknown if route actually ran, seen on bus display signs. If route did run, it was most likely during events.

• Unknown if route actually ran, seen on bus display signs. If route did run, it was most likely during events.

• Unknown if route actually ran, seen on bus display signs. If route did run, it was most likely during events.

• The New York City Transit Authority, in March 1971, sought permission from the New York City Board of Estimate to operate express buses during rush hours along the FDR Drive. It was hoped that the route would attract Upper East Side residents that used their cars to get to the Financial District.
• Began service on April 12, 1971 as the M23X. Service ran every 15 minutes between 7:15 a.m. and 9 a.m.. from York Avenue and 91st Street to John Street and Water Street. There were intermediate stops on York Avenue at 86th Street and 79th Street, 79th Street and East End Avenue, and at Broad Street, Wall Street, and John Street on Water Street. Buses ran from Lower Manhattan between 4 p.m. and 5:45 p.m.
• The two former southern termini in Lower Manhattan were at Pearl Street and Frankfort Street, and at Water Street and Broad Street.
• On June 24, 1996, service was rerouted from 5th Avenue and Madison Avenue with a terminal at 110th Street and 5th Avenue to a terminal at 92nd Street and York Avenue, running along York Avenue to 55th Street.
• Extended to World Financial Center on September 9, 2002.
• Discontinued on June 27, 2010 due to budget crisis
• Renamed from the X23 in 1988.
• The route had an alternate northern terminus in Harlem at 110th Street and 5th Avenue.

• Combined into the then-X90 route in 2004.

• Manhattan: 5th Avenue (southbound), Madison Avenue (northbound)
• Bronx: Grand Concourse, West Gun Hill Road

• Discontinued on June 27, 2010 due to budget crisis.
• It was replaced by the BxM4, and no service was restored to the Bedford Park branch.

• Manhattan: 2nd Avenue, 116th Street, 5th Avenue (southbound); Madison Avenue, 72nd Street, 3rd Avenue (northbound),
• Bronx: Bruckner Expressway, City Island Avenue

• Discontinued on June 27, 2010 due to budget crisis.
• It was replaced with two BxM8 trips extended to City Island.

• Eastbound: 57th Street and 3rd Avenue
  (both branches)

  ---

• Westbound:
  • 34th Street and 3rd Avenue (via 3rd Avenue)
  • 38th Street and 3rd Avenue (via 6th Avenue)

• Manhattan:
  • 3rd Avenue branch: 3rd Avenue, 59th Street
  • 6th Avenue branch: 34th Street, 6th Avenue, 57th Street
• Queens: 21st Street, 21st Avenue, Ditmars Boulevard

• Formerly operated by Triboro Coach beginning June 6, 1988.
• Two different route branches in Manhattan: Third Avenue and Sixth Avenue
• Discontinued on June 27, 2010 due to budget crisis.

102nd Street and Jamaica Avenue

• Manhattan: 34th Street
• Queens: Woodhaven Boulevard, Jamaica Avenue

• Formerly operated by Green Bus Lines beginning in the early 1950s.
• Replacement for former Long Island Rail Road Rockaway Beach Branch service from the Brooklyn Manor station.
• One trip in each direction during peak hours.
• Discontinued on June 27, 2010 due to budget crisis.

• Aqueduct Race Track, Queens

  ---

• Belmont Park, Nassau County

• Midwood, Brooklyn
  Kings Highway and East 16th Street,

  ---

• Coney Island, Brooklyn
  Mermaid Avenue and Stillwell Avenue

• Kings Highway route: Kings Highway, Avenue M
• Coney Island route: Stillwell Avenue, Neptune Avenue, Ocean Parkway, Avenue Z, Nostrand Avenue, Avenue U, Mill Avenue, Ralph Avenue
• Both routes: Flatlands Avenue, Pennsylvania Avenue, Linden Boulevard

Southbound: 5th Avenue, Broadway, Brooklyn Battery Tunnel

• BM10 began service on June 10, 1984. New branches to 65th Street and Bay Parkway and to Bay Ridge via Fort Hamilton Parkway were planned for early 1986, becoming the BM11 (initially known as BM10A) and BM12 respectively.
• BM10 service operated 7 days a week with 28 daily trips and 5-10 minute headways from 6AM to 9AM.
• All routes discontinued in May 1994 when company shut down. They tried to start again as Metro Apple in August 1995, using ex-NYCT Blitz buses, but it did not last.
• Bay Ridge Parkway was listed as 75th Street on their schedules and bus signs, which is the same street name.
• BM15: Originally, Fiesta Bus operated the route, BM15 originally ran southbound via Lexington Avenue.
• BM10, BM11 super express ran during the PM Rush Hours, via 23rd Street, FDR Drive and Downtown Manhattan service began at Thomas Street & Broadway, BM10 super express originally ran Via West Houston Street, West Street, than switched to the FDR Drive.
• BM15 one trip during the PM Rush Hours started at Fulton Street & Water Street.
• The check point Brooklyn bound originally was at Broadway and Exchange Pl, then 66th Street & 4th Avenue in Bay Ridge, it was changed when they started the super express so passengers may transfer between buses, that is why the BM11, and BM15 routes were changed, the check point for Manhattan bound was the last pick up stop in Brooklyn.
• BM11 started to terminate from Manhattan in 1989 at Bay Ridge Parkway & 12th Avenue
• QBM1, (Breezy Point, Beach 217th Street) and QBM2 (Hammels, Beach 73rd Street) via Madison Ave. Originally, operated by Erin Tours.
• They had 2 Jones Beach routes, the BN1 Bay Ridge, the MN1 started at Midtown, 55th Street & 2nd Avenue ran during the summer months, and they ran an Amtrak special ran between Grand Central & Penn Station for passengers who needed to transfer between trains, and a Department Of Labor ran for the employees between the office and Downtown Brooklyn to connect to the subways.

• Service began in July 2001.
• Rebranded X23 on August 27, 2001.

• Service began in July 2001.
• Rebranded X24 on August 27, 2001.
• Formerly Academy Bus Arden route.

• Service began June 25, 2001.
• Replaced by X21 on August 27, 2001, operated by NYC Transit.
• Discontinued permanently in 2002.

• Service began June 25, 2001.
• Replaced by X22 on August 27, 2001, operated by NYC Transit on August 27, 2001.
• Formerly Academy Bus Amboy route.

• Service began in 2001.
• Service discontinued on August 4, 2003, because Atlantic Express lost the lease at the bus terminal.
• It was combined with route AE7 operations and MTA's X22 express route.

• Originally operated from park and ride at the Showplace Entertainment Center in Travis in June 2001.
• Move to new terminal at Pleasant Plains on January 13, 2003.
• Extended to Hylan Blvd & Seguine Avenue in 2010 in an effort to boost ridership.
• Discontinued in December 2010 due to low ridership.
• X22 service rerouted to Outerbridge Park & Ride in July 2011.

• BM1
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• X27
• X28
• X37
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• BxM1
• BxM2
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• BxM7
• BxM8
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• QM1
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• X63
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• SIM23
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• SIM30
• SIM30B
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• SIM33
• SIM33C
• SIM34
• SIM35

• BxM4A
• BxM7B
• QM22
• QM23
• R8X
• X25
• X26
• X29
• X32
• X51
• X61
• X90
• X92

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