This article's lead sectionmay be too short to adequately summarize the key points. Please consider expanding the lead to provide an accessible overview of all important aspects of the article.(October 2022)
A 2022 XD40 (7864) on the Jamaica-bound Q54 at Metropolitan/72nd Avenues in Forest HillsA 2013 C40LF (651) on the Q66 at an old-style bus stop with the timetable box in Woodside, Queens
This table gives details for the routes prefixed with "Q"—in other words, those considered to run primarily in Queens by the MTA. For details on routes with other prefixes, see the following articles:
Each route is marked with the operator. Routes marked with an asterisk (*) run 24 hours a day. The full route is shown except for branching. Connections to New York City Subway stations at the bus routes' terminals are also listed where applicable.
Fare-free service for six to 12 months started on September 24, 2023,[5] and ended August 31, 2024.[6]
Limited-stop service operates weekday mornings in both directions and weekday afternoons towards Cambria Heights only (during summer weekdays: mornings toward Jamaica and afternoons toward Cambria Heights).
Weekdays, Q34 also provides service between Flushing and Jamaica.
Limited-stop service operates rush hours only, making limited stops from Jamaica to Flushing-Main Street. Limited-stop service proposed for conversion into Select Bus Service route.[28]
All trips: Hillside Avenue, 212th Place/212th Street, Jamaica Avenue/Jericho Turnpike Little Neck trips: Little Neck Parkway
Service to Little Neck operates weekdays only.
Alternate weekday non-rush hour local and limited-stop buses serve each terminal.
Rush hour peak direction limited-stop service operates along Hillside Avenue.[41]
Local buses do not operate in the peak direction when limited-stop buses are running, with non-peak direction locals to (in a.m.) or from (in p.m.) Little Neck.
Limited-stop service operates during weekday rush hours: in both directions during the a.m. rush, and in the eastbound direction (toward 260th Street or Long Island Jewish Medical Center) during the p.m. rush.
During the a.m. rush:
Westbound local service begins at Springfield Boulevard.
Westbound limited-stop service begins at either 260th Street or Long Island Jewish Hospital.
Eastbound local service ends at 260th Street.
Eastbound limited-stop service ends at Long Island Jewish Hospital.
During the p.m. rush:
Westbound local service begins at either 260th Street or Long Island Jewish Hospital.
Eastbound limited-stop service ends alternately at either 260th Street or Long Island Jewish Hospital.
Eastbound local service ends at Springfield Boulevard.
At other times, local buses alternately terminate at 260th Street or Long Island Jewish Hospital.
No service to Glen Oaks via 260th Street overnights or weekends.
Fresh Pond Road, Grand Avenue, Corona Avenue, College Point Boulevard
Bidirectional limited-stop service during weekday rush hours and weekends. No weekday midday limited-stop service.[61]
Select Flushing-bound buses short-turn at 108th Street and Horace Harding Expressway and select Ridgewood-bound buses terminate at Fresh Pond Road and Putnam Avenue.
Jamaica Parsons Boulevard and 88th Avenue at Parsons Boulevard ( trains)
↔
Far Rockaway Seagirt Boulevard and Beach 20th Street
Guy R. Brewer Boulevard, Rockaway Boulevard, Nassau Expressway, Central Avenue, Beach 9th Street
Service operates via Lawrence in Nassau County
Buses run express between Springfield Gardens and Far Rockaway, with a stop in Meadowmere, Queens and one on the Queens side of Five Towns on Rockaway Boulevard.
Jamaica Parsons Boulevard and 88th Avenue at Parsons Boulevard ( trains)
↔
Far Rockaway Seagirt Boulevard and Beach 20th Street
Guy R. Brewer Boulevard, 147th Avenue, Rockaway Turnpike, Wanser Avenue, Beach Channel Drive, Beach 9th Street
Service toward Far Rockaway operates local in the Lawrence, Cedarhurst, and Inwood neighborhoods in Nassau County.[89][90]
Subway shuttle routes
The following table lists the scheduled NYC Bus routes that temporarily replace portions of service on the New York City Subway due to system maintenance.
When the MTA discontinued some routes on June 27, 2010, operators of commuter vans, also known as dollar vans,[94] were allowed to take over certain discontinued routes. In Queens, these routes were the Q74 and Q79.[95] There are also dollar vans that operate from Jamaica Center, providing an alternative mode of transportation to bus routes such as the Q4 to Cambria Heights, the Q113 to Far Rockaway, and the Q5 and Q85 to Green Acres Mall.[96][97] The vans, some licensed by the New York City Taxi and Limousine Commission and some unlicensed, charge a fare of $2.00, lower than the $2.90 fare for MTA-operated local buses, but without free transfers.[94][96]
In December 2011, City Councilman Leroy Comrie pushed the city to create designated bus stops for the dollar van services to alleviate traffic and interference of dollar vans with MTA buses. These dollar van stops for drop off and pick ups now includes the corner of 153rd Street and Archer Avenue along with Parsons Boulevard between Archer and Jamaica Avenue.[98]
Originally operated by Hillside Transportation Company, and first operated in 1914.
Later operated by Nevin-Queens Bus Corporation until February 17, 1935,[99]: 589 North Shore Bus Company until November 1936, Z & M Coach Company until June 1939,[100] and North Shore Bus Company again until city takeover in 1947.
On April 20, 1975, as a budget cut, the route's two branches, one to Bellerose via Braddock Avenue, and one to Jamaica Avenue in Queens Village via Springfield Boulevard, were consolidated between 1:15 a.m. and 5 a.m., with service looping east on Hillside Avenue, down Braddock Avenue to Jamaica Avenue, on Jamaica Avenue to Springfield Boulevard, and then on Springfield Boulevard back to Hillside Avenue.[101]
Q2
Originally operated by St. Albans Imp. in 1919 as DP&S Route 76.
Original western terminus was the 169th Street subway station. Service rerouted to Jamaica Center on December 11, 1988.
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue.[109] Q4 service began running on Archer Avenue in both directions.[110] Outbound trips were rerouted to run east on Archer Avenue from Parsons Boulevard to Merrick Boulevard instead of via Jamaica Avenue.[109]
On January 12, 2004, morning reverse peak limited-stop service was added, and Jamaica-bound limited-stop service in the a.m. rush hour was rerouted to Liberty Avenue and 160th Street from 168th Street and Archer Avenue to match the travel path during the p.m. rush hour.[111][112]
Fare-free service for six to 12 months started on September 24, 2023.[5]
Originally operated by Orange Line in 1921, then by Bee Line Bus Company in 1922 as DP&S Route 77,[103] and then by North Shore Bus Company starting in 1939.
The original terminals of the route were 163rd Street and Jamaica Avenue and Francis Lewis Boulevard and North Conduit Avenue (Rosedale LIRR Station).
The route's northern terminal was changed to 168th Street and Hillside Avenue on October 27, 1939.
Extended to Green Acres Mall on November 15, 1987.[104]
Service was rerouted to Jamaica Center on December 11, 1988.[113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue.[109] Q5 service began running on Archer Avenue in both directions.[110] Outbound Q5 trips were rerouted to run east on Archer Avenue from Parsons Boulevard to Merrick Boulevard instead of via Jamaica Avenue.[109]
On January 12, 2004, Jamaica-bound limited-stop service in the a.m. rush hour was rerouted to Liberty Avenue and 160th Street from 168th Street and Archer Avenue to match the travel path during the p.m. rush hour.[112]
Northern terminal moved to Jamaica Union Bus Terminal (Jamaica Avenue and Brewer Boulevard) on August 16, 1936.[114][115]
By 1975, Jamaica terminals were Sutphin Boulevard and Hillside Avenue, and 165th Street and Archer Avenue.[116]
Extended to 165th Street Terminal on October 30, 1989.[117]
Limited-stop service added on April 19, 2010.[118][119]
Q7
Originally operated by the Ruoff Brothers, it started service on October 5, 1921, as DP&S Route 66.
Formerly operated by Green Bus Lines.
Q8
Service started on April 15, 1933.
Formerly operated by Green Bus Lines.
Northern terminal moved to Jamaica Union Bus Terminal (Jamaica Avenue and Brewer Boulevard) on August 16, 1936.
By 1975, Jamaica terminus was 165th Street and Archer Avenue.
The route was extended to the 165th Street Terminal on October 30, 1989.[120][121]
Extended from City Line at Euclid Avenue to Spring Creek at Gateway Drive and Erskine Street on June 29, 2008.[122][123]
On December 7, 2008, eastbound buses were rerouted to travel via Logan Street instead of via Montauk Avenue between Sutter Avenue and Pitkin Avenue to provide faster service.[124]
Extended to new bus terminal at Gateway Center North on August 31, 2014.[125]
Q9
Originally operated by Billow Bus Line,[126] it started service on May 1, 1920, as DP&S Route 55.
By 1975, Jamaica terminus was 165th Street and Archer Avenue.
Extended to 165th Street Terminal on October 30, 1989.
Originally operated by Richmond Hill Bus, service began on April 29, 1929, as DP&S Route 53.
Formerly operated by Green Bus Lines.
JFK Terminus moved to Terminal 5 on May 30, 2012, due to construction at Terminal 4.[107][108]
Between 1989 and 2011, trips to/from JFK Airport alternated between 130th Street/150th Avenue and Lefferts Boulevard/Rockaway Boulevard via either Rockaway Boulevard or Conduit Avenue. The Conduit Avenue branch was replaced by Q10 limited-stop service.
Weekday and Saturday limited-stop service introduced on September 3, 2006.[127]
Sunday limited-stop service was added on April 6, 2008.[128]
Lefferts Boulevard Branch became all-limited on April 28, 2013.[129]
All Q10 service was cut back to Lefferts Blvd Airtrain Station on March 27, 2022, with service within JFK replaced by the Q3 and JFK Airtrain.
Originally operated by Liberty Bus, service was started in 1918, as DP&S Route 64.
Liberty Bus received the route's franchise on January 30, 1933.[99]: 558
Formerly operated by Green Bus Lines.
Had two part-time services as late as June 1996: A one-way service that ran from Cross Bay Boulevard and 165th Avenue, and another service that ran to 102nd Street and 157th Avenue.[130]
Overnight service to Old Howard Beach and Hamilton Beach was eliminated on September 12, 2010.[131]
Service to Hamilton Beach after 10:00 p.m. was eliminated on July 1, 2012.[23][132][133]
Originally owned by Rauchwerger, service started on March 14, 1920, under supervision of the Department of Plant and Structure as DP&S Route 18. Service replaced streetcar service from the New York and North Shore Traction Company, which had been discontinued three weeks prior. Service operated every 7 minutes between 6 a.m. and 1 a.m.. Eight buses were used to operate the route.[134]
On September 1, 1925, the Bayside line was extended from Crocheron Avenue and Bell Boulevard to Shore Road. The extension was served by at least one trip per hour. The service was implemented at the request of a Bayside civic worker who had brought the issue to Queens Borough President Connolly.[135]
On April 13, 1960, the Little Bay Civic Association reported that the NYCTA turned down a proposal by that group and others to extend the route to Willets Point Boulevard and Utopia Parkway from its existing terminal at Fort Totten. The NYCTA declined to extend the route based on the findings of a study made in 1958, and since the extension would duplicate existing service.[136]
On July 11, 1966, the NYCTA moved the terminals of the Q13, Q14, Q16, Q28, and Q44FS from downtown Flushing to the Flushing Parking Field surrounded by 37th Avenue, Union Street, 138th Street, and 39th Avenue on a six-month pilot basis. The change, which was made at the request of multiple Queens elected officials, was intended to provide shelter for riders and reduce downtown congestion. However, due to immediate opposition from shoppers, who complained that the change forced them to walk four blocks to get from the subway to the buses, businessmen, and elected officials, on July 20, 1966, the NYCTA announced that it would undo the change on July 24. Q13, Q16, and Q28 service would go back to terminating on the north side of Roosevelt Avenue to the east of Main Street, while Q14 and Q44FS service would resume terminating on the east side of Main Street at 39th Avenue.[137][138]
Q15/A
Originally owned by Rauchwerger, Q14 service began on August 2, 1920, as DP&S Route 54.
Originally owned by Rauchwerger, Q15 service began on April 3, 1924.
On November 29, 1956, the NYCTA approved a series of changes to citywide bus service to take effect January 22, 1957. One of the planned changes was the institution of late night service on the Q15, providing joint service along the two branches to Whitestone and Beechhurst.[139]
Overnight service was eliminated on September 10, 1995, due to a budget crisis.[140][141]
On June 27, 2002, Beechhurst-bound Q15 buses were rerouted to the Cross Island Parkway Service Road from 15th Drive to speed up service.[106]
Q15A replaced Q14 service on June 27, 2010, due to another budget crisis.
Q16
Originally owned by North Shore Bus Company, service began on August 15, 1930.
Utopia Parkway service began on October 30, 1952 to serve the Clearview Gardens development.[142][143]
On November 29, 1956, the NYCTA approved a series of changes to citywide bus service to take effect January 22, 1957. 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.[144]
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.[145] 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.[146] The original routes were restored on November 17, 1957.[147]
On July 11, 1966, the NYCTA moved the terminals of the Q13, Q14, Q16, Q28, and Q44FS from downtown Flushing to the Flushing Parking Field surrounded by 37th Avenue, Union Street, 138th Street, and 39th Avenue on a six-month pilot basis. The change, which was made at the request of multiple Queens elected officials, was intended to provide shelter for riders and reduce downtown congestion. However, due to immediate opposition from shoppers, who complained that the change forced them to walk four blocks to get from the subway to the buses, businessmen, and elected officials, on July 20, 1966, the NYCTA announced that it would undo the change on July 24. Q13, Q16, and Q28 service would go back to terminating on the north side of Roosevelt Avenue to the east of Main Street, while Q14 and Q44FS service would resume terminating on the east side of Main Street at 39th Avenue.[137][138]
Overnight service was eliminated on September 10, 1995, as part of a series of cuts made to reduce the MTA's budget deficit.[140][141]
Originally owned by Flushing Heights Bus Company, service began in 1928.
On November 29, 1956, the NYCTA approved a slate of changes in city bus service to take effect January 22, 1957. 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 instituted between the routes.[139] Service west of 122nd Street and 14th Avenue in College Point was discontinued. The 598 daily trips on the Q17-20 were decreased by 44 among the Q17, Q44FS, and Q17A. 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.. Q17 service began running from Flushing-Main Street to Fresh Meadow Lane and the Horace Harding Expressway. These changes took effect on February 3, 1957.[148]
Extended to Archer Avenue and Merrick Boulevard on December 11, 1988.[113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored. The first stop on the Q17 was moved from 165th Street between Archer Avenue and Jamaica Avenue to Merrick Boulevard between those two avenues.[110]
Limited-stop service began on September 8, 2003.[19][149]
The northern terminal was shifted from Main Street and 39th Avenue to 39th Avenue and 138th Street on August 31, 2014.[89]: 139–142
The Q17 bus stop at Main Street and Roosevelt Avenue (towards Jamaica) was discontinued in August 2023 and a new stop was added at Main Street and 38th Avenue. This was due to construction at the Main Street subway station. This later became permanent because of the DOT's Better Buses Action Plan.
Q18
Originally owned by Woodside–Astoria Transportation, service began in 1925.
On June 30, 2003, to better serve Goodwill Industries, service was rerouted between to run along 30th Avenue between 14th Street and 8th Street, and along 8th Street between 30th Avenue and 27th Avenue. The route along 14th Street between 30th Avenue and 27th Avenue, and along 27th Avenue between 14th Street and 8th Street was discontinued.[150]
Eastern part of route between Corona and Flushing was begun by Salvatore Fornatora during April 1919, and the existing Q19 bus route was essentially created and extended in phases over the following years.
Service extended westwardly to Ditmars Boulevard and 31st Street in the mid-1920s via Ditmars Boulevard.[151] Later extended to Hallets Cove ferry slip, then cut back to 21st Street.
Service moved off Ditmars Boulevard and to Astoria Boulevard after completion of Triborough Bridge in 1936.
Formerly operated by Triboro Coach Corporation.
Re-extended from 102nd Street in East Elmhurst to Flushing in January 2007, resembling Salvatore Fornatora's original bus route.[152]
The route was extended from Astoria Boulevard and 21st Street to 27th Avenue and 2nd Street on June 29, 2014.[153]
On November 29, 1956, the NYCTA approved a slate of changes in city bus service to take effect January 22, 1957. One of the planned changes was the elimination of Q17-20 service between Flushing and College Point due to competition from routes of the 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 instituted between the routes.[139] Service west of 122nd Street and 14th Avenue in College Point was discontinued. The 598 daily trips on the Q17-20 were decreased by 44 among the Q17, Q44FS, and Q17A. 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.[148]
On July 11, 1966, the NYCTA moved the terminals of the Q13, Q14, Q16, Q28, and Q44FS from downtown Flushing to the Flushing Parking Field surrounded by 37th Avenue, Union Street, 138th Street, and 39th Avenue on a six-month pilot basis. The change, which was made at the request of multiple Queens elected officials, was intended to provide shelter for riders and reduce downtown congestion. However, due to immediate opposition from shoppers, who complained that the change forced them to walk four blocks to get from the subway to the buses, businessmen, and elected officials, on July 20, 1966, the NYCTA announced that it would undo the change on July 24. Q13, Q16, and Q28 service would go back to terminating on the north side of Roosevelt Avenue to the east of Main Street, while Q14 and Q44FS service would resume terminating on the east side of Main Street at 39th Avenue.[137][138]
Renumbered back to Q20 on April 15, 1990.[154] 20th Avenue service began at that time.
Weekend service eliminated on September 10, 1995, due to budget crisis.[140]
Extended to Jamaica from Flushing on June 27, 1999, when Q44 became limited-stop; route in College Point was split into Q20A and Q20B at same time. Weekend service restored on Q20A.[155]
Q20A overnight service began November 29, 2015, replacing Q44 local service.[156][157]
Service began in 1925, being operated by North Shore Bus Company.
On April 19, 1977, the New York City City Planning Commission approved plans to extend the route west on Metropolitan Avenue, south on Woodhaven Boulevard, east on Union Turnpike and north on 71st Avenue. The extension was intended to serve the 740 residents of the Forest Park Cooperative on Union Turnpike.[164]
Formerly operated by Triboro Coach Corporation.
Q24
On January 15, 1950, the Broadway streetcar line was discontinued and replaced by an extension of the B22 Atlantic Avenue bus from Van Sinderen Avenue to Broadway and Gates Avenue, where transfers would be available to streetcar lines to Williamsburgh Bridge Plaza.[165][166]
Service began on January 15, 1950 to replace a BMT streetcar.
Formerly B22;[116] renumbered and extended from 89th Avenue and Parsons Boulevard to 170th Street and Jamaica Avenue on December 11, 1988.[113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q24 service began running on Jamaica Avenue in both directions.[110] Eastbound buses were rerouted from Archer Avenue onto Jamaica Avenue.[109]
On January 25, 1998, the eastern terminal was moved from 168th Street between Archer Avenue and Jamaica Avenue to Archer Avenue between 168th Street and Merrick Boulevard due to heavy traffic on 168th Street.[167]
Service west of Broadway Junction was discontinued on June 27, 2010, and restored on January 6, 2013.[34][168]
Originally owned by Z & M Coach Company, service began on October 1, 1931;[citation needed] later operated by North Shore Bus Company from 1934[171] until March 1947.
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.[172] Later extended to Flushing.
Service south of Horace Harding Expressway to Jamaica Avenue at the Queens Village LIRR station became rush hours only during World War II.[173][174] Service past Queens Village was discontinued on November 26, 1941.
On November 29, 1956, the 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,[139] it took effect on February 3, 1957.[175][176]
Weekend and overnight service was discontinued on September 10, 1995, due to a budget crisis.[140]
Off-peak service was discontinued on June 27, 2010, due to another budget crisis.
Originally operated between Flushing and the Horace Harding Expressway.[177]
Alternate buses were extended south along Springfield Boulevard to Queens Village LIRR station on April 30, 1950. This change had been approved by the New York City Board of Estimate on April 4.[178]
On January 22, 1957, service was extended on a 90-day trial basis by 2 miles (3.2 km) from the Queens Village LIRR station to the intersection of Springfield Boulevard and Merrick Boulevard, as part of a series of bus changes citywide. The change was approved by the NYCTA on November 29, 1956.[139]
On June 30, 1957,[179] service was extended on a 60-day trial basis by 1.5 miles (2.4 km) from Springfield Boulevard and Merrick Boulevard to Merrick Boulevard and 233rd Street. The extension was made to encourage more people to use the bus route. Ridership on the temporary extension to Springfield Boulevard and Merrick Boulevard was low, with revenues averaging 23 cents per mile, lower than the 80 cents per mile needed to break even.[180] On August 26, 1957, the NYCTA announced that service would resume terminating at Springfield Boulevard an Merrick Boulevard on September 8, since it was losing $120 a day on the extension to 233rd Street.[181]
For a few months in 1957, service was extended to 136th Avenue.
On September 26, 1982, wheelchair-accessible buses began operating on the Q27 and 17 other city bus routes.[182]
Between 1980 and 1985, buses were rerouted off of Parsons Boulevard between 46th Avenue and Kissena Boulevard, the path it shared with the Q26, onto Holly Avenue and Kissena Boulevard.[183][184]
Peak-direction limited-stop service was introduced in September 2001.[185]
Extended to 120th Avenue and Springfield Boulevard in Cambria Heights from Queens Village on January 4, 2004 to replace Q83 service on Springfield Boulevard between Murdock Avenue and Queens Village LIRR station.[111][187][112]
Overnight trips were extended from Queens Village to Cambria Heights on January 6, 2013.[34][168]
The northern terminal was shifted from Main Street and 39th Avenue to 39th Avenue and 138th Street in August 2014.[89]
On June 30, 2024, Flushing-bound Q27 buses were shifted to start at 121st Avenue and Springfield Boulevard.[188]
On May 22, 1933, North Shore Bus Company officials said that buses used State Street instead of the route specified in the franchise on Crocheron Avenue between Northern Boulevard and 164th Street due to the poor condition of the roadway. Queens Borough President George U. Harvey had asked Police Commissioner James Bolan to stop the buses from using State Street to the west of 164th Street.[190]
On June 6, 1933, it was announced that the route would be revised on June 10, 1933, to go off of State Street between 164th Street and Whitestone Avenue, and instead run along 164th Street, Crocheron Avenue, and Northern Boulevard in accordance with franchise requirements for the route laid out by Queens Borough President George U. Harvey. North Shore, right after being awarded the franchise for the route, submitted an application to modify the service to continue operating along the more direct State Street route. A hearing on the application would be held by the Board of Estimate's Committee of the Whole on June 13. North Shore President Joseph Rauschwerger did not want the route to be shifted to Northern Boulevard as adding the route, which operated every four minutes, to Northern Boulevard, which saw buses every two minutes, would increase congestion. With the June 10 change, service would run from 32nd Avenue and 201st Street in Bayside West, along 32nd Avenue, Cross Island Boulevard (later renamed as Francis Lewis Boulevard), State Street (later renamed 35th Avenue), 164th Street, Crocheron Avenue, Northern Boulevard, and Main Street to the Central Terminal Building on Roosevelt Avenue. Ridership on the route was 1.9 million in 1932.[191]
On June 13, the Board postponed action on the request for a week after Mayor O'Brien suggested that the views of residents along State Street should be obtained first. At the meeting, a petition from residents of 164th Street was submitted in favor of the North Shore's application. The North Shore had previously been operating along State Street under a temporary permit from the city. At the meeting, Harvey said he was opposed to the proposed change and that he would ask the police department for permission the route to use 162nd Street instead of 164th Street.[192] At a later meeting of the board on June 20, residents along State Street testified against the restoration of service to State Street. Following that meeting, it was reported that the engineer in charge of the Division of Franchises and the chief engineer of the Board of Estimate were studying the potential rerouting of the route along a street other than Northern Boulevard or State Street.[193] On June 27, 1933, the Division of Franchises issued a report recommending that the Board of Estimate make no changes to the route until the franchise expired in February 1934. It also stated that requests to change the route could be brought up with Borough President Harvey, and that he could request that the Police Department permit service to run along another street to the west of 164th Street. The report said it would make sense to have the bus route run along a better alternative route, potentially straight along Crocheron Avenue.[194]
On July 20, 1942, service was rerouted from 32nd Avenue to 33rd Avenue between Corporal Kennedy Street and Francis Lewis Boulevard.[195]
On December 21, 1961, the Board of Estimate approved an extension of the Q28 requested by the NYCTA.[196] The proposed extension had mixed support from the Bay Terrace co-ops it would serve, with some residents opposing it since they believed having buses travel down the area's narrow streets would lead to the implementation of parking restrictions and one-way traffic, and would risk the lives of children, while some residents supported it for shortening their walks to the bus.[197] On February 18, 1962, the route was extended from Corporal Kennedy Street and 32nd Avenue to Corporal Kennedy Street and 18th Avenue during a six-month test period to provide bus service to new co-ops.[198][199] Northbound service would be extended north along Corporal Kennedy Street to 18th Avenue. Southbound service would run along 18th Street to 211th Street, 211th Street to 23rd Avenue, and along 23rd Avenue to return to Corporal Kennedy Street, Service would run every 14 minutes in the morning rush hour, 16 minutes during the evening rush hour, and every 20 minutes other times.[200] This extension was made permanent after the test period.[201][202]
On July 11, 1966, the NYCTA moved the terminals of the Q13, Q14, Q16, Q28, and Q44FS from downtown Flushing to the Flushing Parking Field surrounded by 37th Avenue, Union Street, 138th Street, and 39th Avenue on a six-month pilot basis. The change, which was made at the request of multiple Queens elected officials, was intended to provide shelter for riders and reduce downtown congestion. However, due to immediate opposition from shoppers, who complained that the change forced them to walk four blocks to get from the subway to the buses, businessmen, and elected officials, on July 20, 1966, the NYCTA announced that it would undo the change on July 24. Q13, Q16, and Q28 service would go back to terminating on the north side of Roosevelt Avenue to the east of Main Street, while Q14 and Q44FS service would resume terminating on the east side of Main Street at 39th Avenue.[137][138]
On September 12, 1983, weekday service between 10 a.m. to 4 p.m. was extended from 211th Street to the Bay Terrace Shopping Center at 213th Place, running along 23rd Avenue.[203]
On July 15, 1988, the MTA Board approved the expansion of the span of service to the Bay Terrace Shopping Center from weekdays between 9:30 a.m. and 3:30 p.m. to all times the route operated. Previously, service outside those hours had terminated at 23rd Avenue and 211th Street other times.[204]
The change was implemented as part of a phased elimination of multi-special school bus service not available to the general public prompted by new federal funding requirements. With the changes in Q28 service, special trips operating over the Q13 and Q28 to Intermediate School 25 and Bayside High School service would be eliminated in September 1988. The extended service would permit transfers to the Q13 route. In addition, westbound service to the shopping center would be rerouted to operate along 18th Avenue and 211th Street between 23rd Avenue and Corporal Kennedy Street, matching the route used by eastbound service. The changes took effect on September 11, 1988.[204][205]
On September 11, 1989, service was modified to have trips start at Bell Boulevard and 23rd Avenue instead of at the Bay Terrace Shopping Center.[206]
Q17A service began as a New York City Transit route on September 7, 1947, running between Jamaica Avenue and 169th Street to Horace Harding Boulevard and Springfield Boulevard.[207] Service began at 6a.m.[208]
The route was then extended along Horace Harding Boulevard between Springfield Boulevard and Little Neck Parkway at the Nassau County Line on August 21, 1949.[207][209]
The Q17A was renumbered to Q30 and extended from Jamaica Avenue-169th Street to Jamaica LIRR station via Archer Avenue on December 11, 1988.[104][113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q30 service began running on Archer Avenue in both directions; eastbound buses had been running along Jamaica Avenue between Parsons Boulevard and 168th Street.[110][109]
Short run trips terminating at Horace Harding Expressway and Springfield Boulevard converted into branch to Queensborough Community College on January 7, 2013.[34][168][28][35][210][211]
Q31
Service began in 1932 on the Q31, Jamaica-Bayside West route, by the Bayside Community Bus Corporation.[212] On December 2, 1932, the New York City Board of Estimate had received an application to operate the route from S & C Bus Company. Its application would have the route operate with a five-cent fare instead of the existing two zones of five cents, with the zone split being at Kissena Park. A review of the application would take place on December 9.[213] With S&C's application, the petition of Bayside Community Bus was put off to be done along with the application of S&C. Acting Borough President John J. Halleran opposed this move as he believed that Bayside, being the existing operator, should get the franchise. Halleran did not support the five-cent fare as he did not believe good service could be provided at that fare level.[214]
The Board of Estimate denied Bayside's application to get a one-year franchise for the route on January 23, 1933. Bayside's attorney noted that Controller Charles W. Berry's recommendation to the Board on how Queens bus franchises should be awarded called for the award of franchises to existing operators on a one-year contract to permit the values of franchises to be figured out before final awards for the routes could be awarded.[215]
On February 14, 1933, Justice Henry G. Wenzel Jr. of the Queens Supreme Court denied an application by Bayside Community Bus for an injunction against the S&C from operating buses over the route. Wenzel Jr. ruled that the court could not act on a dispute between two bus operators where neither had official authorization. The attorney representing Bayside argued that the company was entitled to exclusive operation of the route, having operated the route since 1930, while S&C began running service over the same route in October 1932.[216]
On February 17, 1933, the New York City Board of Estimate provided its final approval to award a one-year franchise to operate the route to S & C Buses with its approval of the form of contract, over the opposition of Queens Borough President Harvey. The company was incorporated on November 17, 1932. The Bayside Community Bus Corporation had petitioned for an additional one-year franchise for the route, and had requested a ten-cent fare for it.[212] The counsel for the Bayside Community Bus Corporation had stated that it had lost money on the route on a ten-cent fare for the previous two years.[217] The attorney for the company had stated that every other existing operator of buses in Queens got one-year franchises from the Board.[218] S&C's attorney had stated that the Bayside company had not been operating the route for four months and had no buses. S & C began operating the S&C's route on February 19, 1933.[218] Service operated every 20 minutes, and would operate every 10 minutes once the company received additional buses.[219]
In September 1933, Flushing Heights Bus Corporation applied to the Board of Estimate for permission for the S&C to transfer the franchise for the route to it.[220] On November 17, 1933, the request was denied by the Board of Estimate at the request of Acting Queens Borough President John J. Halleran. He believed the line was unprofitable at its five-cent fare and that the route would end up being abandoned. A Flushing Heights representative stated that the company believed that cost reductions could be obtained and that the route could be operated profitably if it were transferred.[221]
Service was discontinued by S&C on September 7, 1935.[99]: 600 On September 11, 1935, attorneys for the Bayside Bus Company were told that Mayor LaGuardia was opposed to granting a franchise to any route with fares over five cents. The company had applied to restore service on the route with two fare zones. Officials at the Department of Plant and Structures told the company that it could get a franchise for the route within a day if it agreed to run the route with a five-cent fare.[222]
On November 30, 1935, the North Shore Civic Alliance sent a letter to the Department of Plants and Structures requesting that it implement an emergency bus service to replace the discontinued Q31, which had run between Jamaica station and Bayside West.[223]
On November 9, 1936, the North Shore Bus Company restarted service on the route as part of its new franchise for all bus routes in Zone B (Flushing and Northern Queens), except those operated by the New York and Queens Transit Corporation. Bayside business owners and residents had requested the restoration of this route. Service would operated from Horace Harding Boulevard and Fresh Meadow Road to 32nd Avenue and 201st Street. Buses would operate along Fresh Meadow Lane, Auburndale Lane, 46th Avenue, Hollis Court Boulevard, 47th Avenue, Rocky Hill Road, 48th Avenue, Bell Boulevard, 35th Avenue, 208th Street, 33rd Avenue, and 201st Street. Weekday service operated every 12 to 16 minutes during rush hours, and every 20 minutes during other times. Service operated between about 6 a.m. to 1 a.m.. Transfers were provided at Horace Harding Boulevard to other North Shore routes to Jamaica and other destinations.[224]
In February 1950, the Flushing Heights, Queens, Civic Association requested that the New York City Board of Transportation modify the southern terminal loop of the Q31, arguing that its existing route, which ran along a street with P.S. 173, endangered the lives of children and other people. The Q31's terminal loop had run via Fresh Meadow Lane, 67th Avenue, 173rd Street, and 65th Avenue. The group endorsed a proposal by the Horace Harding Civic Association to move the terminal loop a full block away from 67th Avenue.[225]
On November 29, 1956, the NYCTA approved a large number of changes to city bus service to take effect January 22, 1957.[139] As part of the changes, the former Q31 and Q31A routes were consolidated into the new Q31. The Q31A had run from 32nd Avenue and 201st Street to the Queens Village LIRR station.[226] The changes took effect February 3, 1957.[175][176][177][227]: 37
On June 30, 1963, service was extended from Fresh Meadow Lane and 65th Avenue to Jamaica Avenue and 169th Street. Service was later extended north from 32nd Avenue and 201st Street.[228] This extension was done on a six-month pilot basis. Buses would run via 201st Street, 33rd Avenue, 202nd Street, 32nd Avenue, 208th Street, 35th Avenue, Bell Boulevard, 48th Avenue, Rocky Hill Road, 47th Avenue, Hollis Court Boulevard, Utopia Parkway, Homelawn Street, 169th Street, and Jamaica Avenue. Service ran every 30 minutes on weekdays, operating between 7:02 a.m. and 10:32 p.m. southbound, and between 7:47 a.m. and 11:20 p.m.. Saturday service operated southbound between 11:32 a.m. and 6:02 p.m., and northbound between 12:17 and 6:47 p.m.[229] The extension was approved on a permanent basis in February 1964.[230]
On December 11, 1988, the route was extended on both ends. At the north end, service was extended to 29th Avenue and Francis Lewis Boulevard to allow transfers to the Q76. At the southern end, service was extended from Jamaica Avenue and 169th Street to the Jamaica LIRR station via Archer Avenue. Some trips would start or end at Merrick Boulevard in the morning or early afternoon.[231][113] On September 16, 1989, service was extended slightly on its northern end to 27th Avenue and Francis Lewis Boulevard.[232]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q31 service began running on Archer Avenue in both directions; eastbound buses had been running along Jamaica Avenue between Parsons Boulevard and 168th Street.[110][109]
Weekend service was eliminated on June 27, 2010, but was restored on April 6, 2014.[233][234]
In December 2000, the MTA announced plans to extend the span of eastbound service following weekday and Saturday service from 12 a.m. to 1 a.m., and to extend Sunday service from 10 p.m. to 1 p.m. to allow western Queens residents to use the bus to return from evening events in Manhattan. The additional service was estimated to cost $30,000 a year, and was planned to take effect in March 2001.[241]
Formerly operated by Queens-Nassau Transit Lines, Queens Transit Corporation, and Queens Surface Corporation.
The original Q34 route was the College Point segment of the Q25; it was later rerouted to its current alignment in Whitestone and then extended along the Q25 route.
On April 17, 2000, the span of weekday evening service on the route was changed, with bus service ending at 9p.m. instead of midnight, and Saturday service was eliminated due to low ridership at these times. In addition, service now began at 5:30 a.m. on weekdays and was cut to running from 149th Street and Willets Point Boulevard to Main Street and Roosevelt Avenue.[242]
Southern terminus was moved from 160th Street and Jamaica Avenue to Parsons Boulevard and Jamaica Avenue in 2004.[169]
Service extended to Jamaica LIRR station on Sutphin Boulevard in 2007.[127]
Open-door service in Brooklyn added circa 1976;[245][246] until then, buses only made drop offs northbound and pickups southbound in Brooklyn north of Kings Plaza.[247]
On February 15, 2009, the last westbound stop was relocated from Flatbush Avenue between Nostrand Avenue and East 31st Street to Avenue H between Nostrand Avenue and Flatbush Avenue to accommodate a changed turnaround path.[248]
Originally operated by Affiliated Transit, service began in June 1934.
Formerly operated by Triboro Coach Corporation.
Originally Q38 (Penelope Avenue) and Q45X/Q50 (Eliot Avenue) routes; combined into a single Q38 route on July 3, 1960.[251][252]
The termini are less than a half mile apart, the closest together for any route in Queens and in the entire city.
Q39
Originally operated by National City Bus Lines, service began on June 16, 1934. On January 31, 1935, the company received the franchise for the route.[99]: 575
Formerly operated by Triboro Coach Corporation.
Overnight service was added in August 2007.
On November 17, 2008, westbound service was rerouted to travel via Jackson Avenue, 45th Avenue and 23rd Street due to the permanent closure of 45th Road between 23rd Street and Jackson Avenue for the construction of a free subway transfer passageway at Court Square.[124]
Q40
Originally operated by Midland Coach, service began on February 5, 1934.[99]: 567
Formerly operated by Green Bus Lines.
Between 1985 and December 1989, the route's terminal loop was changed so that buses ran via Rockaway Boulevard, 145th Street, 135th Avenue, 140th Street and Rockaway Boulevard again, instead of its previous route via Rockaway Boulevard, 143rd Street, 135th Avenue and 142nd Street.[184][120]
Terminal loop changed multiple times during the 1980s.
Q41
Originally operated by Courier Bus Company, service began on July 10, 1934.
Route in Lindenwood, via 155th and 157th Avenues, added on September 14, 1964.[253]
Between 1980 and 1985, the route's path in Ozone Park was changed with the conversion of 109th Avenue and 130th Streets to one-way streets. Northbound buses were rerouted to turn south for one block on 127th Street, east on 111th Avenue for one block and then north on 130th Street before resuming the previous route at Atlantic Avenue. Southbound buses were rerouted to continue on 127th Street from 109th Avenue to 111th Avenue before heading west on that street until 111th Street, where the route would turn north one block and then resume on its previous route on 109th Street.[183][184]
The route's path through Ozone Park was modified again between 1985 and December 1989. Southbound buses were rerouted off of Atlantic Avenue at 133rd Street before turning onto 95th Avenue and resuming via 127th Street. Northbound buses were rerouted off of 109th Avenue, instead following the path of southbound buses, turning south onto 111th Street and then east on 111th Avenue, north on 131st Street and west on 109th Avenue to 128th Street, before turning west on Liberty Avenue and then north on 127th Street, before turning east on 95th Avenue, north on 134th Street and back onto Atlantic Avenue.[184][120]
Extended from Guy R. Brewer Boulevard and Archer Avenue to 165th Street Terminal on October 30, 1989.[121][120][117]
On July 1, 2012, service was rerouted off of 111th Avenue to 109th Avenue to cut costs and reduce travel times. Local residents were opposed to the change, arguing that were not given advanced notice, and because the change eliminated parking spaces.[254]
Formerly operated by Green Bus Lines.
Q42
Originally operated by North Branch Transit, service began on March 27, 1934.
Later operated by Bee Line, Inc.,[255] then Green Bus Lines,[114][115][256] then North Shore Bus Company until 1947.[257]
Original western terminus was the 169th Street subway station. Service was rerouted to Jamaica Center on December 11, 1988.[113]
Overnight service eliminated on September 10, 1995, due to a budget crisis.[140][141]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q42 service began running on Archer Avenue in both directions.[110] Buses were rerouted to run along Archer Avenue, 165th Street and Liberty Avenue.[109]
Midday service eliminated on June 27, 2010, due to another budget crisis; restored on January 7, 2013.[34][168] Before the restoration, service ran during weekday rush hours only.
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990.[109] Q43 service began running along 146th Street towards the subway and via Sutphin Boulevard leaving the subway. The first stop was moved to Archer Avenue in front of the LIRR station.[110]
On November 17, 1997, westbound limiteds started stopping at 187th Street and Hillside Avenue instead of 188th Street and Hillside Avenue to improve connections with the Q17 and the Q75.[167]
On September 30, 2024, the last stop for Floral Park-bound service was moved from 268th Street to 267th Street.[260]
North Shore Bus Company began Main Street service between Main Street subway station and Horace Harding Boulevard on May 2, 1933.[261]
Q44 Flushing-Jamaica service began on March 22, 1938.[262][263]
Extended to West Farms, Bronx along former World's Fair route on October 28, 1940.[264][265]
Original southern terminus was Jamaica LIRR station;[262] later extended to the 165th Street Bus Terminal.[266][267]
Bronx service was extended to Bronx Park South-Crotona Parkway in 1984, running all times except late evenings and nights. Service was later cut back to its current terminus in September 1990.
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q44 service began running on Archer Avenue in both directions.[110] Eastbound buses were rerouted from running along Jamaica Avenue between Parsons Boulevard and 168th Street to Archer Avenue.[109]
On January 11, 1998, buses began running on Archer Avenue between Merrick Boulevard and Sutphin Boulevard in both directions.[167]
Limited-stop service between Jamaica and Whitestone introduced on June 27, 1999. Former route between Hillside Avenue and Union Turnpike (via 150th Street and Grand Central Parkway service roads) replaced at that time.[155]
Converted into Q44 Select Bus Service on November 29, 2015; late-night local service was replaced by the Q20A.[156][157]
North Shore Bus Company began operating the Q44A[268] on December 4, 1939.[269]
Service was extended to Springfield Boulevard on September 7, 1947, with headways ranging from 10 minutes during rush hours to 40 minutes during other times.[208]
Began limited-stop service on February 11, 1974; one of the first two routes to have limited-stop service.[104]
Renumbered to the Q46 on April 15, 1990.[270][154]
Extended from Lakeville Road to Long Island Jewish Hospital on September 7, 1997.[271]
On November 17, 1997, a limited stop was added at 150th Street and Union Turnpike.[167]
Overnight and weekend service to Glen Oaks was eliminated in September 2002.[272]
Routes Q47 to Q114
Route
History
Q47
Service began on October 1, 1939.
Formerly operated by Triboro Coach Corporation.[158]
Merged with Q45, also a former Triboro Coach route, on September 4, 2011.[273]
Rerouted in East Elmhurst off of 77th Street southbound to accommodate the street's change to a one-way street in September 2016.
Q48
North Shore Bus Company began this route on April 5, 1940.[274]
Transferred to New York City Transit in 1947.
On March 4, 1979, the span of Sunday morning service was increased, with service from the airport starting at 9:30 a.m. instead of 11 a.m., and service to the airport starting at 9:00 a.m. instead of 11 a.m.. Service would run at 30-minute headways during these hours.[275][276]
In January 2000, the MTA announced that it would make a terminal reroute for LaGuardia Airport-bound bus service in Downtown Flushing to reduce delays by rerouting off of congested Prince Street and eliminating two difficult turns. One was a left turn to Prince Street from 39th Avenue, while the other was a right turn to Roosevelt Avenue from Prince Street. The change would reroute Q48 service to continue along 39th Avenue past Prince Street to Janet Place, make a left turn along Janet Place, and make a right turn onto Roosevelt Avenue, resuming its former route. The reroute provided service to a large supermarket at 39th Avenue and Janet Place that had no service. The change was to take effect the same month.[277]
Q48 service was rerouted again in 2013, with service on Roosevelt Avenue from Main Street to Janet Place, ending the reroute via the supermarket on Janet Place.
Split into Q50 (Flushing−Co-op City Limited) and Bx23 (Co-op City Local) on September 12, 2010.[28][281][282][283]
Off peak service to Co-Op City discontinued on June 26, 2022, due to the Bronx Bus Redesign; early weekdays morning trips restored on September 6, 2022.
The Q50/Q48 drop off stop at Main St and Roosevelt Av was moved to Main St and 39th Avenue due to construction in 2022. This was supposed to be temporary, but was made permanent in 2023 for the DOT's Better Buses action plan.
Created as Q21 rush-hour only limited on January 8, 2012; rerouted from Rockaway Park to serve Arverne by the Sea.[161]
Renumbered to Q52 and expanded to 7 days a week on July 1, 2012.[23][161]
On April 9, 2017, it was extended from Beach 69th Street and Rockaway Beach Boulevard to Beach 54th Street and Beach Channel Drive to better serve housing in Arverne.[284][285]
Route converted into Select Bus Service on November 12, 2017.[286]
Service to the Elmhurst business district was added in 2009.
On January 3, 2010, the northbound route's non-stop travel path was modified to run via 39th Avenue and Roosevelt Avenue instead of via Broadway to provide faster service.
Overnight service was added on September 8, 2013.
The route was converted into Select Bus Service on November 12, 2017.[286]
Q54
Service started on June 12, 1949, to replace BMT streetcar service;[293] the eastern terminus was extended from Jamaica and Metropolitan Avenues to 170th Street at this time.[293]
On November 6, 1954, the NYCTA proposed to truncate service along Jamaica Avenue from 171st Street to Metropolitan Avenue, a distance of 1.6 miles (2.6 km) to cut costs. Free transfers would have been provided to the B22 and B56.[294][295]
Formerly B53;[116][293] renumbered on December 11, 1988.[113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q54 service began running on Jamaica Avenue in both directions; eastbound buses had been running along Archer Avenue.[110][109]
Formerly had rush-hour short-turn service to/from Woodhaven Boulevard.
Formerly B55;[116] renumbered on December 11, 1988.[113]
Q56
Service started on November 30, 1947, to replace BMT streetcar service.[303]
Formerly B56;[116] renumbered on December 11, 1988.[113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q56 service began running on Jamaica Avenue in both directions; eastbound buses had been running along Archer Avenue.[110][109]
Originally Grand Street Line streetcar service. Replaced by bus service on December 1, 1949.
On November 6, 1954, the NYCTA proposed to eliminate weekday service between 7p.m. and 5a.m. and all weekend service to cut costs. Free transfers would have been provided between the B53 and B57.[294][295]
Formerly B59; renumbered on December 11, 1988[113]
Original Queens terminus was 72nd Street and Grand Avenue in Maspeth.
On June 27, 2010, the route was rerouted to stay on Jamaica Avenue instead of diverting to 139th Street and Archer Avenue on the way to Sutphin Boulevard to speed up service by traveling on a direct path on a commercial street.[283]
The route's southern terminus was moved from 160th Street and Jamaica Avenue to Parsons Boulevard and Jamaica Avenue in 2004.[169]
It was then extended to Jamaica LIRR station on Sutphin Boulevard in 2007.[127]
Limited-stop service introduced in September 2007.[170][312]
Q66
Formerly operated by Queens-Nassau Transit Lines, Queens Transit Corporation, and Queens Surface Corporation.
Original terminus was at 51st Street in Woodside, where the bus connected with the Northern Boulevard subway station.[313]
The route was extended to Queens Plaza on October 29, 1989, to serve the new 21st Street–Queensbridge subway station.
Q67
Service started on October 30, 1937, to replace streetcar service.
Formerly operated by Queens Surface Corporation.
Had part-time service to Hunters Point Ferry as late as June 1996.[130]
On April 12, 2009, westbound buses were rerouted to run via the Queens Midtown Expressway Service Road from 69th Street to Hamilton Place, instead of running via Grand Avenue and crossing the expressway's service roads, to speed up service.[314]
Junction Boulevard service replaced by buses on August 25, 1949.[305]
Formerly operated by New York City Transit as route B72 until January 21, 1961, and then by Triboro Coach Corporation as Q72 until takeover in 2006.[237][319][320][321]
Francis Lewis Boulevard bus route proposed and rejected in 1959.[323]
New route created by the New York City Transit Authority on October 29, 1961, as a six-month trial,[324][325] running between Parsons Boulevard and 14th Avenue in Whitestone and the 179th Street station on Hillside Avenue.[116][324] Service initially ran on 20-minute headways between 5:30 a.m. and 12:30 a.m.[326]
On December 27, 1961, the NYCTA announced that it planned to apply to the Board of Estimate for permission to switch the travel path of the route for the second half of the trial the following month. Service was rerouted from running via the Long Island Expressway service road and 188th Street to get to Jamaica to staying on Francis Lewis Boulevard to Hillside Avenue. The shift was done so that data for revenue for the new route could be compared with revenue for the existing route.[327]
Extended from 179th Street-Hillside Avenue to 165th Street Terminal in 1989.[121]
Overnight service was eliminated on September 10, 1995, due to a budget crisis.[140][141]
In June 2000, the MTA announced plans to extend the route from 14th Avenue and Parsons Boulevard in Whitestone to 131st Street and 20th Avenue in College Point via 20th Avenue. Buses would no longer make a terminal loop consisting of Parsons Boulevard, 15th Avenue, 144th Place, and 14th Avenue. Instead, buses would continue south along Parsons Boulevard, and west on 20th Avenue to the terminal at 131st Street. Southbound buses would turn north onto 131st Street, east on 15th Avenue, south on 132nd Street, east on 20th Avenue, north on Parsons Boulevard, and east on 14th Avenue. The extension was intended to improve reliability and provide access to the growing commercial district along 20th Avenue from northeastern and southeastern Queens. In addition, southbound service would be rerouted via Cross Island Parkway Service Road instead of 14th Avenue and Clintonville Street to match the less circuitous route used by northbound service. The extension was estimated to cost about $300,000 a year, while the rerouting was expected to save about $10,000 a year.[328] The change took effect on September 11, 2000.[329]
Saturday service eliminated on June 27, 2010, due to another budget crisis, but restored on September 8, 2012, along with new Sunday service.[28][330]
Q77
Francis Lewis Boulevard bus route originally proposed and rejected in 1959.[323]
New route created by the New York City Transit Authority
Originally operated between the 179th Street station, and the intersection of Springfield Boulevard and Merrick Boulevard.[334]
On September 10, 1973, service was extended 1.5 miles to Springfield Boulevard and 145th Road to serve Springfield Gardens High School, Junior High School 231, and provide additional service to Springfield Gardens.[335]
Service was extended from 179th Street and Hillside Avenue to 165th Street Terminal on September 11, 1989. On the same date, the span of weekday system was extended for an additional hour in the evening. Saturday service was introduced on September 16, 1989.[121][336]
On January 5, 2020, the route's southern terminal was moved from Springfield Boulevard and 145th Road to Springfield Boulevard and 145th Avenue. Southbound buses run via South Conduit Avenue, 225th Street and 145th Avenue to Springfield Boulevard.[338][339] On January 3, 2021, the route's southern terminal was moved from Springfield Boulevard and 145th Avenue to South Conduit Avenue and 221st Street. The stop at Springfield Boulevard at 225th Street was eliminated. The route's terminal loop was modified to be South Conduit Avenue, 225th Street, and North Conduit Avenue.[340]
Q83
Originally operated by Bee Line Bus, service began in 1923.
The route was extended from Springfield Boulevard and 114th Avenue to 227th Street and 113th Drive between 1946 and 1949.[207]
On November 29, 1956, the NYCTA approved a slate of changes in bus service citywide to take effect on January 22, 1957. Among the changes was the extension of Q3A service to the 179th Street subway station to eliminate congestion at 169th Street.[139]
Formerly Q3A; renumbered and rerouted on December 11, 1988, to Jamaica Center.[113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue.[110] Buses were rerouted to run along Archer Avenue, 165th Street and Liberty Avenue.[109]
Full-time service on the branch via Springfield Boulevard to the Queens Village LIRR station was eliminated on January 4, 2004, with service replaced by an extension of the Q27 from the Queens Village LIRR station to 120th Avenue and Springfield Boulevard.[187][112]
On January 12, 2004, Jamaica-bound limited-stop service in the a.m. rush hour was rerouted to Liberty Avenue and 160th Street from 168th Street and Archer Avenue to match the travel path during the p.m. rush hour.[112]
Limited-stop service started stopping at Liberty Avenue and 177th Street in both directions on November 3, 2008, to allow for transfers with the Q42.[51]
Q84
Originally operated by Bee Line Bus, service began in 1923.
On February 18, 1962, it was extended from 122nd Avenue and 199th Street to its present terminus at 238th Street and 130th Avenue for a six-month test period.[198][199]
Original western terminus was the 169th Street subway station
Service was rerouted to Jamaica Center on December 11, 1988, and was renumbered from the Q4A to the Q84.[113]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q84 service began running on Archer Avenue in both directions. Outbound trips had run on Jamaica Avenue between Parsons Boulevard and Merrick Boulevard.[110]
The Bedell Street branch of the Q5A began operation on August 9, 1964, to serve Rochdale Village and reduce congestion on the other routes along Merrick Boulevard. This branch would start at Bedell Avenue and 133rd Avenue, run along Bedell Avenue, Baisley Boulevard, Merrick Boulevard, 168th Street, 88th Avenue, and 168th Place, and then would run via Hillside Avenue east of 167th Street. Service would return by Hillside Avenue, Merrick Boulevard to the 165th Street bus terminal, Merrick Boulevard, Baisley Boulevard and Bedell Street. This service, which was requested by Queens Borough President Mario J. Cariello, would run weekdays between 6 a.m. and 12 a.m., and from 10 a.m. to 6 p.m. on weekends and holidays. Rush hour service would be every ten minutes, and every 20 minutes during weekdays off-peak, and Sundays and holidays, and every 15 minutes on Saturdays.[341][342] Early morning service on this branch was added at some point afterwards.
On September 10, 1973, to better serve Rosedale, Q5A service was scheduled to be extended a half-mile to 253rd Street and 149th Avenue, and Jamaica-bound service was rerouted off of Brookville Boulevard and onto 243rd Street.[335] The new route had been approved by Community Board 13 in December 1972. On September 14, 1973, members of the Rosedale Block Association, who had refused to let buses travel along Huxley Avenue between met with Queens Borough President Manes between 147th Avenue and 149th Avenue, which was part of the new route. Residents claimed that the street was too narrow for buses and that the street was too prone to flooding after rainstorms. By this date, Q5A buses did not attempt to use the new route, and the NYCTA did not plan to do so until an agreement was reached with residents.[343]
On April 20, 1975, to cut costs, service on the Farmers Boulevard branch to Huxley Street between 1:15 a.m. and 5 a.m. was eliminated. Early morning service via Bedell Street was maintained.[101]
On September 26, 1982, wheelchair-accessible buses began operating on the Q5A and 17 other city bus routes.[182]
On September 11, 1983, service on the Q5AB was increased, and service on the Q5A was increased in February 1984.[344]
On December 15, 1985, the NYCTA announced it was reconsidering its plan to adjust service to Rochdale Village, and would conduct a survey with community input over the following three to four weeks. Many local residents were opposed to NYCTA's plan to consolidate the Q5A and Q5AB routes. Bus service along the seven blocks on Farmers Boulevard between Bedell Street and Merrick Boulevard would be discontinued.[345]
On September 13, 1987, the NYCTA implemented a series of service reductions in Southeast Queens, including the combination of the Q5A, which ran to 243rd Street and 147th Avenue in Rosedale via Conduit Avenue, with the Q5AB Bedell Street route, which ran to Rochdale, to form the Q85, with reduced service on Merrick Boulevard.[346] These routes were operated as a single service during late evenings and early mornings.[347]
Original western terminus was the 169th Street subway station.[113]
Service was rerouted to Jamaica Center on December 11, 1988.[113]
In March 1992, merchants in Jamaica criticized a NYCTA proposal to extend the Q85 to Green Acres Mall in Valley Stream as they believed it would divert shoppers from their stores to promote economic development in Nassau County. The proposal was spurred due to surveys showing that people in Southeast Queens wanted additional service to the mall.[348] This extension took effect on September 20, 1992, with buses running to the mall every 25 minutes between 9 a.m. and 12 a.m.[349]
On August 29, 1993, two-way traffic on Archer Avenue and Jamaica Avenue was restored between 138th Street and 168th Street, undoing changes that took effect in November 1990. The change was made to alleviate heavy traffic on Jamaica Avenue. Q85 service began running on Archer Avenue in both directions.[110] Outbound trips had run on Jamaica Avenue between Parsons Boulevard and Merrick Boulevard.[109]
Q85 limited-stop service began on the Rosedale branch on January 10, 1994 during rush hours eastbound between 4:00 p.m. and 7:20 p.m. and westbound between 6:35 a.m. and 8:50 a.m. Limited-stop buses would make local stops between Bedell Street and Rosedale. Service to Green Acres Mall continued to run local.[350]
On January 12, 2004, Jamaica-bound limited-stop service in the a.m. rush hour was rerouted to Liberty Avenue and 160th Street from 168th Street and Archer Avenue to match the travel path during the p.m. rush hour.[112]
New route created by the New York City Transit Authority.
On January 25, 1974, the New York City Board of Estimate approved the route, given that the NYCTA provide annual ridership, loss, and profit data to the city's Franchise Bureau. At the time, it was expected that free transfers would be provided to the Q17, Q17A, Q31, and Q44 bus routes. While Queens Borough President Donald Manes had been assured that bus service would begin in two to three months,[351] the NYCTA's general manager refused to begin service as the city demanded some financial records it did not want to release. The NYCTA had held that its bus operations were only subject to review by the city controller's office, and had fought against efforts by the Franchise Bureau to provide oversight. While the Franchise Bureau previously had no clear authority to mandate that the NYCTA provide financial data, the resolution approving the Q88 route required the NYCTA to provide relevant data after one year of operation. A NYCTA spokesperson, in June 1974, said that it was up to the Franchise Bureau to get an opinion from the corporation counsel to resolve the issue.[352] In August 1974, the city was about to take away NYCTA's authorization for the route and instead award it to Triboro Coach on an experimental basis until August 31, 1975.[353] The Board of Estimate approved the route after the NYCTA agreed to informally provide the data for the new route without having to allow the city to audit its records.[354]
Service started on September 16, 1974, after the New York City Board of Estimate approved a franchise for the route on September 12. The route's original eastern terminal was Springfield Boulevard and Union Turnpike.[355] Bus service initially ran daily except Sundays between 6:30 a.m. and 11 p.m.. It ran every ten minutes during rush hours, and every twenty minutes at other times.[356]
In November 1974, the NYCTA studied extending the route to serve Queensborough Community College to address the lack of student parking.[357] In December 1974, a free transfer was instituted between the Q88 and the Q17A. The Board of Estimate had approved the Q88 route in January 1974 on the condition that this free transfer be provided.[358]
In January 1979, it was announced that Q88 service would be extended from Union Turnpike to Hillside Avenue, with those buses heading along Springfield Boulevard to Jamaica Avenue, on the way to Queens Village Bus Depot, running in service, making stops along Springfield Boulevard, instead of deadheading. Free transfers would also be provided to the Q1 and Q27 for riders continuing south along Springfield Boulevard.[359][360] The NYCTA decided against extending all Q88 trips to Jamaica Avenue due to a lack of buses.[361] The changes took effect on March 4, 1979.[275][276]
In September 1983, bus service was increased due to increased ridership and the proliferation of gypsy cabs along the route.[362][363] One additional bus was added to the route to make short-run trips between Queens Boulevard and Queens College.[364]
On July 15, 1988, the MTA Board approved the extension of all trips on the route along Springfield Boulevard from Hillside Avenue to Jamaica Avenue to simplify service. At the time, 40 percent of trips operate to and from Jamaica Avenue, on an irregular basis.[365] The change took effect on September 11, 1988.[366]
In April 2001, the MTA announced that the span of Sunday service from 7:10 p.m. to 11:15 p.m. would be extended. The change, which was estimated to cost $30,000 a year, was to be implemented in June 2001.[367]
Formerly operated by Steinway Transit until 1988, and then by Queens Surface Corporation until takeover in 2005.[319][368]
Original northern terminus was Rikers' Island; when the Q101R (now Q100) was created, service was truncated to 19 Avenue. Prior to the creation of the Q101R, this route was the only local bus route to traverse three boroughs, since Rikers' Island is located in The Bronx.
On October 10, 2010, the route's Manhattan terminal was moved from Second Avenue and East 58th Street to avoid obstructing the bus lane for the planned M15 Select Bus Service. The new last stop was moved to East 61st Street between First Avenue and Second Avenue, while a new first stop was established at the southwest corner of East 61st Street and Second Avenue.[283]
Q102
Service started on September 29, 1939, to replace a Steinway Streetcar.[300]
Formerly operated by Steinway Transit until 1988, and then by Queens Surface Corporation until takeover in 2005.[319][368]
Starting on April 18, 2010, all service began traveling through Roosevelt Island in the same direction and some closely spaced bus stops on the island were discontinued.[370]
Newtown Avenue, Crescent Street, and Astoria Boulevard segment discontinued in favor of operating via 30th Avenue on June 29, 2014.
Q103
Service started on September 29, 1939, to replace a Steinway Streetcar.[300]
Formerly operated by Steinway Transit until 1988, and then by Queens Surface Corporation until takeover in 2005.[319][368]
Weekend service was added and the span of weekday service hours were extended from 7:30 p.m. to 9p.m. on June 29, 2014, on a pilot basis.[371] On March 20, 2015, it was announced that the changes would be made permanent.[372]
Q104
Service started on September 29, 1939, to replace a Steinway Streetcar line.[300]
Formerly operated by Steinway Transit until 1988, and then by Queens Surface Corporation until takeover in 2005.[319][368]
Formerly operated by Jamaica Buses[375] as Route B (Jamaica-Hook Creek).
Originally part of the current Q113; separated into Route B in the 1950s;[379] renumbered the Q111 by 1960.[380]
Between 1985 and December 1989, the route was cut back to Peninsula Boulevard and Rockaway Turnpike; the route had gone further west on Peninsula Boulevard.[184][120]
Q112
Formerly operated by Jamaica Buses.
Originally Route C; replacement for Liberty Avenue trolley service on December 3, 1933.[373][374][375][376]
Between 1980 and 1985, Rockaway Boulevard-bound buses were rerouted off of Union Hall Street between Archer Avenue and Liberty Avenue, and onto Archer Avenue, Guy R Brewer Boulevard, and Liberty Avenue. Bus service continued to run via Union Hall Street between Jamaica Avenue and Archer Avenue, and between Liberty Avenue and South Road. This change was made because Union Hall Street was closed between these streets to traffic, and became part of the York College campus.[183][184]
Between 1985 and December 1989, service was streamlined in Jamaica, and southbound buses stopped running via Union Hall Street, instead running via Guy R Brewer Boulevard along with the Q111 and Q113.[184][120]
Terminal loop in Jamaica rerouted in the late 1980s
Rockaway−Nassau County portion of route began operation in September 1930.[376][90]
The full-route to Jamaica began operating on November 12, 1933.[374]
Original terminals were 168th Street station in Jamaica and the Far Rockaway LIRR station (site of the current subway station).[377][90]
Service to Seagirt Boulevard began on April 20, 1952, following disruption of LIRR Rockaway service.[382]
Between 1985 and December 1985, southbound buses were rerouted from Beach Channel Drive and Mott Avenue to Nameoke Avenue and Central Avenue.[184][120]
Limited-stop service extended on Guy R. Brewer Boulevard, and expanded to Saturdays on March 12, 2007.[383]
Limited-stop service shifted onto Rockaway Boulevard between Springfield Gardens and Five Towns on July 3, 2011.[384]
Local service split into the Q114 on August 31, 2014.[89][385]
Renumbered to Q114 on August 31, 2014, when limited service was introduced on 147th Avenue west of Brookville Boulevard. Local service along Guy R. Brewer Boulevard and 147th Avenue was replaced by the Q111.[89][385]
Local service was formerly late nights only; extended to evening hours on January 4, 2015.[386]
In December 2019, the MTA released a draft redesign of the Queens bus network with 77 routes.[387][388] The routes were given a "QT" label to avoid confusion with existing routes. The "QT" prefix was tentative; in the final plan, all bus routes would have been labeled with "Q", similar to the existing routes.[389]: 24 The final redesign was initially expected in mid- or late 2020,[387][388] but the first draft attracted overwhelmingly negative feedback, with 11,000 comments about the plans.[390] The redesign was delayed due to the COVID-19 pandemic in New York City.[391] Planning resumed in mid-2021.[392][393]
The original draft plan was dropped,[394] and a revised plan with 85 routes was released on March 29, 2022.[390] The new plan retained the "Q" prefix and preserves most of the existing routes. However, the new plan still contained significant changes compared with the existing bus map; only the Q70 SBS was not modified at all. In addition, 11 routes will be eliminated, 20 routes will be created, and 29 others will be truncated, extended, or combined with other routes.[395]
A final plan was to have been released in early 2023[396] but was delayed until December 2023.[397][398] The final plan includes one new route to Brooklyn, four new local routes, eight routes with new overnight service, and 27 rush routes.[399] A second final plan was announced in December 2024. The new plans called for 124 bus routes, including 25 rush routes and 20 routes with expanded service hours.[400][401] Several Brooklyn routes are being changed; for these changes, see List of bus routes in Brooklyn § Proposed bus route changes.
Select Bus Service (originally high-density[389]: 31 ) – routes connecting highly populated corridors, with limited stops every 1,742 to 2,640 feet (531 to 805 m)[403]: 25
Rush (originally subway connector[389]: 26 ) – routes connecting one or two neighborhoods to subway hubs, with a limited-stop section between the subway and the relevant neighborhoods. These often correspond to current routes with limited-stop variants.[403]: 29
Limited-stop (originally intra-borough[389]: 27 ) – routes connecting several neighborhoods to subway hubs. These do not necessarily correspond to the current definition of limited-stop services, as the stops are spaced only slightly further than on local routes.[403]: 30
Local (originally neighborhood[389]: 28 ) – routes connecting several neighborhoods to subway hubs and important destinations, typically at lower frequencies and higher stop densities compared to limited-stop routes[403]: 28
Routes marked with an asterisk (*) are proposed to run 24 hours a day. For rush routes, streets with nonstop sections are notated in italics.
Rego Park Horace Harding Expressway and Junction Boulevard (last drop-off), Queens Boulevard and 62nd Drive (first pick-up) at 63rd Drive–Rego Park ( trains)
New route providing local service for Q111 and Q114.
Former routes
Below are the list of former Queens bus routes, including the previous route designations of current routes. Several route numbers for NYCTA buses in Queens and other boroughs were changed on July 1, 1974.[238] On December 11, 1988, when the Archer Avenue lines opened to Jamaica Center–Parsons/Archer station, some of the Brooklyn "B" routes that operate primarily in Queens were redesignated as "Q" routes,[496] and a number of other routes were renumbered or modified. Most of the former routes are operated by NYCTA; some were operated by private companies in Queens.[113]
On September 13, 1987, the NYCTA implemented a series of service reductions in Southeast Queens, including the combination of the Q5A, which ran to 243rd Street and 147th Avenue in Rosedale via Conduit Avenue, with the Q5AB Bedell Street route, which ran to Rochdale, to form the Q85, with reduced service on Merrick Boulevard.[346] These routes were operated as a single service during late evenings and early mornings.[347][183][184]
On July 11, 1966, the NYCTA moved the terminals of the Q13, Q14, Q16, Q28, and Q44FS from downtown Flushing to the Flushing Parking Field surrounded by 37th Avenue, Union Street, 138th Street, and 39th Avenue on a six-month pilot basis. The change, which was made at the request of multiple Queens elected officials, was intended to provide shelter for riders and reduce downtown congestion. However, due to immediate opposition from shoppers, who complained that the change forced them to walk four blocks to get from the subway to the buses, businessmen, and elected officials, on July 20, 1966, the NYCTA announced that it would undo the change on July 24. Q13, Q16, and Q28 service would go back to terminating on the north side of Roosevelt Avenue to the east of Main Street, while Q14 and Q44FS service would resume terminating on the east side of Main Street at 39th Avenue.[137][138]
In December 2000, the MTA announced a proposed extension to the route to 150th Street and Third Avenue in Whitestone to provide service one- and two-family homes that were newly developed on a former country club between Seventh Avenue and Third Avenue, and to eliminate the route's problematic existing turnaround in a residential neighborhood at its terminal at Clintonville Street and Seventh Avenue. Buses had to turn around a small traffic island on a steep hill by making a right turn from Seventh Avenue to Clintonville Street, a left onto 151st Street, and then a left onto Seventh Avenue. Instead of turning east onto Seventh Avenue, buses would continue north along 150th Street to a new terminal at Third Avenue. Southbound buses would turn west on Third Avenue, south on 149th Street east on Fifth Avenue, and then turn back south onto 150th Street. The extension had been requested by Community Board 7 on behalf of residents of the new housing. A customer survey found that 25 percent of riders who boarded the bus on Seventh Avenue lived north of Sixth Avenue. The extension was expected to cost $10,000 a year, and was to take effect in March 2001.[499]
Discontinued on June 27, 2010, due to budget crisis.[500]
On November 29, 1956, the NYCTA approved a large number of changes to city bus service to take effect January 22, 1957. One of the changes was to extend the Q17 to replace Q30 service. The change would eliminate duplication with the Q25 bus route of the Queens-Nassau Transit company between Jamaica and College Point.[139] The change took effect on February 3, 1957, and the route was discontinued.[148][227]: 37
In March 1949, the Greater Bayside Bus Coordinating Committee was organized at the request of Greater Bayside Citizens Association, with representatives from local civic groups. It created a plan for improvements in bus service, with the main element being proposed crosstown bus service on Springfield Boulevard. The Oakland Gardens Civic Association and the Businessmen's Association were the groups that led the push for Springfield Boulevard service.[507]
On October 27, 1949, Queens Borough President Maurice A. FitzGerald sent a letter to Transportation Commissioner William Ried on October 27, 1949, detailing his strong support for the proposed routes on Springfield Boulevard.[507]
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. 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.[507]
Service, also known as the Bayside West-Queens Village route, began on April 30, 1950, via Bell Boulevard and Springfield Boulevard.[508]: 16 [178]
Combined with the Q31 and discontinued on February 3, 1957.[227]: 208
Winchester Boulevard;[509] 222nd Street and Jamaica Avenue (original route);[511] Hillside Avenue and Springfield Boulevard (post-1945 route)[509]
Began operation in 1930 under Lund Coach,[512] before being transferred to Nevin-Queens Bus Corporation on July 4, 1934.
From February 17, 1935,[513][99]: 589 to November 9, 1936, the route was operated by North Shore Bus Company.[514]
Z & M Coach Company then operated the route until June 30, 1939,[100] and North Shore Bus Company again until city takeover in 1947.[509][510]
Sunday service on the Q32 was discontinued on February 3, 1957.[176]
On June 25, 1959, the Board of Estimate requested that the NYCTA hold a public hearing on the proposal to discontinue the bus route.[515] The public hearing was held on July 6, 1959, and the route was discontinued on July 24, 1959, due to low ridership.[510][227]: 187 In 1958, only 3,258 passengers used the route, down from 14,148 in 1954.[516]
"Malba Shuttle" or "Malba Gardens Line"[527] on Parsons Boulevard
Franchise approved September 14, 1950;[528][527] began service on October 9, 1950.[529][508]: 16
Saturday service was eliminated on September 26, 1959.[530]
Between 1980 and 1985, northbound buses were rerouted off of 147th Street between 12th Avenue and 3rd Avenue
On September 21, 1989, the NYCTA held a public hearing for its proposed discontinuation of the route. Speakers at the public hearing said that ridership on the route would increase significantly if it ran during middays, and that some people would have to walk at least a mile to get to stops on the Q44. The 2.1 miles (3.4 km)-long route ran between Third Avenue near the Whitestone Expressway and 14th Avenue and Parsons Boulevard.[531] The route was scheduled to be discontinued due to low ridership; it was used by an average of 67 to 95 passengers per day.[532] Service on the route ran between 7 and 9a.m. and 2:48 and 7p.m., and did not operate on weekends. The route ran 18 trips per day, and was well below the MTA's loading guidelines. Within the following two months, the proposal was sent to the MTA board for approval.
Discontinued in 1990; was to become the Q71 on April 15, 1990
In April 1985, the service began to run from 121st Street to 168th Street.
Discontinued on December 11, 1988, with the opening of the Archer Avenue Subway.[497][113] Former route covered by current Q56, and J/Z subway train service.
Operated by Two Borough Express Incorporated, a subsidiary of Triboro Coach. The subsidiary was created to simplify bidding for the route, which did not receive a public subsidy. Within the contract for the one-year franchise for the route was a clause allowing for the cancellation of the route with a six months' notice, included in part because of the fear of subway crime on the part of the president of Two Boroughs Express. The president hoped to give the route at least a year, and hoped that the route would be used by at least 2,000 passengers per day.[537] Six buses were bought from Triboro Coach for the service. It cost $122,000 to start up the service.[538]
Service began on September 17, 1990, with a $5 fare and operated between 6a.m. and 11p.m., every 20 minutes and 7 days a week.
Nicknamed "QT" bus route, with the QT short for LaGuardia Express Quick Trip.
The bus followed a 6.1 miles (9.8 km)-long route, and took 20 minutes to complete a trip.
The route was marketed toward business travelers looking for a cheaper way to get to the Airports, and was intended to be an alternative to cabs and airport buses from Manhattan.
Sunday service was discontinued on February 3, 1959.[176]
In August 1979, the NYCTA proposed eliminating Saturday bus service because of their low usage, with 13 riders per trip, and to save $60,000 annually. This was proposed as part of a series of cuts to save $1.4 million. Saturday service ran every 20 minutes between 5:30 a.m. and 1:30 a.m.[541][542] The public hearing was held on September 12, 1979.[543] On September 19, 1979, in response to a campaign in opposition to the change, led by State Senator Gary Ackerman and Rose Simon, who chaired an "Ad Hoc Committee to Save the Q75", the NYCTA agreed to continue operating Saturday service on the route.[544]
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.[113]
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.[545]
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.[546]
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.[547]: D.4–D.7
Discontinued on June 27, 2010, due to budget crisis.[500]
Experimental bus route. Originally scheduled for three months from September 8, 1969, to December 1969.[549][550] The route was extended for another three months. Although the route was scheduled to be discontinued on March 5, 1970,[551] the pilot was extended again on March 6, 1970. The NYCTA was seeking ways to increase ridership on the route. There were only 8 or 9 riders on each bus. Service ran between 7 and 9 a.m. and between 4 and 7 p.m.[552]
Service began in 1951. Ran from the Rosedale Long Island Railroad Station to 257th Street and 148th Avenue.[116]
On November 29, 1956, the NYCTA approved a large slate of cuts in bus service citywide to take effect January 22, 1957. Initially, this route was planned to be discontinued as part of the changes. However, due to requests by the Queens Borough President and civic groups, the cut was averted. Instead, free transfers were made available at the terminal in Laurelton.[139] Sunday service was discontinued on February 3, 1957,[176] but was restored on August 4. On August 24, 1957, the NYCTA announced that this service would be discontinued on September 8 if ridership did not increase. The NYCTA had lost $30 each Sunday the service was operated.[179]
Originally Q5S; renumbered Q86 on December 11, 1988.[113]
Lincoln Street, Linden Boulevard, Merrick Boulevard
Formerly operated by Green Bus Lines as Q9A.[158][322]
Extended to 165th Street Bus Terminal on October 30, 1989.[121][120][117]
The new route 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 8a.m. to 6p.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.[553]
Service on the route 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. and 5p.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.[554][555]
Under MTA, became the Q89 on April 7, 2008.[128][556]
Discontinued on June 27, 2010, due to a budget crisis.[557]
Operated one trip per hour in each direction between 10am and 5pm weekdays;[322][498][556] only bus route in New York City to not serve any subway or rail stations along its route.[158]
Operated by Steinway Omnibus from September 29, 1939 (renamed Steinway Transit in 1959) until it was discontinued circa 1988; daily franchise run during most of its operation.
The existing Q66 and B62 routes cover most of this route.
^ abc"MTA NYC Transit Line Information". mta.info. Metropolitan Transportation Authority. December 2009. Archived from the original on December 27, 2009. Retrieved May 15, 2017.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
^"Q2 Bus Timetable". mta.info. Metropolitan Transportation Authority. January 2, 2022. Archived from the original on February 28, 2022. Retrieved February 28, 2022.
^ abcdefTendler, Lois H. (December 30, 2003). "Re: Southeast and Eastern Queens Bus Service Proposals". Metropolitan Transportation Authority. {{cite web}}: Missing or empty |url= (help)
^"TA Refused To Extend Q-13 Line"(PDF). Long Island Star-Journal. April 13, 1960. Archived(PDF) from the original on February 26, 2024. Retrieved December 25, 2023.
"Buses"(PDF). Long Island Star-Journal. Fultonhistory.com. January 31, 1957. p. 2. Archived(PDF) from the original on March 20, 2023. Retrieved June 30, 2019.
Mooney, Joseph W. Jr. (February 1, 1957). "Bus Schedules"(PDF). Long Island Star-Journal. p. 6. Archived(PDF) from the original on April 12, 2022. Retrieved June 30, 2019.
^Toscano, John (April 20, 1977). "OK Bus Service Extension". New York Daily News. Archived from the original on June 30, 2019. Retrieved June 30, 2019.
^Linder, Bernard (August 1965). "BMT Trolley Routes 1940–1956"(PDF). New York Division Bulletin. 8 (3). Electric Railroaders' Association: 4. Archived(PDF) from the original on February 14, 2024. Retrieved February 16, 2024.
^ abcdef"Buses"(PDF). Long Island Star-Journal. Fultonhistory.com. February 2, 1957. p. 2. Archived(PDF) from the original on December 16, 2023. Retrieved January 9, 2016.
^ abLiff, Mark (September 23, 1982). "More buses OK for wheelchairs". New York Daily News. Archived from the original on December 16, 2023. Retrieved January 6, 2020.
^ abcdef"Queens Bus Map 1980". Metropolitan Transportation Authority. 1980. {{cite web}}: Missing or empty |url= (help)
^ abcdefghijkl"Queens Bus Map 1985". New York City Transit Authority. 1985. {{cite web}}: Missing or empty |url= (help)
^ ab"Bus Route Extended"(PDF). Long Island Star-Journal. February 16, 1962. Archived(PDF) from the original on February 26, 2024. Retrieved December 25, 2023.
^"Q-28 Extension to Begin Sunday"(PDF). Long Island Star-Journal. February 13, 1962. Archived(PDF) from the original on February 26, 2024. Retrieved December 25, 2023.
^Authority, New York City Transit (1962). Minutes and Proceedings. pp. 526, 753, 854. Archived from the original on February 26, 2024. Retrieved August 6, 2018.
^ abMcIntyre, Joy (March 6, 1979). "Schedules for buses altered". New York Daily News. Archived from the original on February 26, 2024. Retrieved April 3, 2022.
^January 2000 NYC Transit Committee Agenda. New York City Transit Authority. January 18, 2000. pp. 97, 98, 99-100.
^ ab"MTA NYC Transit Line Information". mta.info. July 2007. Archived from the original on July 15, 2007. Retrieved May 15, 2017.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
^"Brooklyn Trolley Depots". New York Division Bulletin. 51 (6). Electric Railroaders' Association: 7. August 2008. Archived from the original on October 13, 2016. Retrieved October 12, 2016.
^"Q65 Bus Timetable"(PDF). mta.info. Metropolitan Transportation Authority. September 2007. Archived from the original(PDF) on September 29, 2007. Retrieved August 6, 2018.
^"Queens – Nassau Map". Photobucket. Queens – Nassau Transit Lines. 1939–1940. Archived from the original on October 28, 2016. Retrieved December 31, 2015.
^"Planned Service Changes". mta.info. Metropolitan Transportation Authority. 2010. Archived from the original on March 25, 2010. Retrieved June 28, 2019.
^June 2000 NYC Transit Committee Agenda. New York City Transit. June 21, 2000. pp. 95, 96, 97-98, 99, 100.
^"Bus Service Advisories". mta.nyc.ny.us. Metropolitan Transportation Authority. November 16, 2000. Archived from the original on November 19, 2000. Retrieved February 3, 2019.
^"Planned Service Changes". mta.info. Metropolitan Transportation Authority. 2010. Archived from the original on August 25, 2010. Retrieved June 28, 2019.
^Ain, Stewart (September 19, 1990). "New service to airport". New York Daily News.
^Murray, Caryn Eve (September 15, 1990). "Budget Bus to LaGuardia. $5 for ride from Long island City subway to the airport". Newsday.
^"Bus Company Schedules". Archived from the original on September 16, 2007. Retrieved January 1, 2016.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
^"New Bus Monday". New York Daily News. April 26, 1952. Retrieved July 9, 2023.
.jpg)
.jpg)
