Two 2011 C40LFs on the Bay Ridge-bound B16 at 4th Ave/86th St: 233 in July 2019, and 455.
A 2018 XN60 (1108) on the B35 local at Flatbush’s Church Avenue/East 18th Street in January 2019, set to short-turn at McDonald Avenue.
The Metropolitan Transportation Authority (MTA) operates a number of bus routes in Brooklyn, New York, United States; one minor route is privately operated under a city franchise. Many of them are the direct descendants of streetcar lines (see list of streetcar lines in Brooklyn); the ones that started out as bus routes were almost all operated by the Brooklyn Bus Corporation, a subsidiary of the Brooklyn–Manhattan Transit Corporation, until the New York City Board of Transportation took over on June 5, 1940. Of the 55 local Brooklyn routes operated by the New York City Transit Authority, roughly 35 are the direct descendants of one or more streetcar lines, and most of the others were introduced in full or in part as new bus routes by the 1930s. Only the B32, the eastern section of the B82 (then the B50), the B83, and the B84 were created by New York City Transit from scratch, in 1978, 1966, and 2013, respectively.
This table gives details for the routes prefixed with "B", those considered to run primarily in Brooklyn. For details on routes with other prefixes, see the following articles:
Weekday rush hours: 6:30 AM– 9:30 AM and 3:30 PM– 8 PM
Midday service: 9:30 AM– 3:30 PM
Evening service: 8 PM– Midnight
Overnight service: Midnight– 6:30 AM
Many routes do not operate overnights. Routes marked with an asterisk (*) run 24 hours a day. Connections to New York City Subway stations at the bus routes' terminals are also listed where applicable.
Routes in the following tables are operated by New York City Transit, except the B100 and B103 routes which are operated by MTA Bus Company. All routes operate local service only except the B6, B35, B38, B41, B49, and B103 which also have limited-stop service, as well as the B44, B46, and B82, which also have Select Bus Service.
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.
This route is operated by Private Transportation Corporation under a franchise with the City of New York,[68] and is the only unsubsidized route operating in Brooklyn. Buses on the B110 route do not accept MetroCard or OMNY, instead charging a one-way exact change fare of US$5.00.
In October 2011, the B110 was reported in several New York newspapers to have signs requiring female passengers to sit in the back to avoid possible contact with men, as is considered necessary by some Hasidic Jewish groups in the area it serves.[69][70][71] The story was reported internationally.[72][73][74][75] On October 20, the New York City Department of Transportation said it would shut down the line if the gender separation was not discontinued,[76] and six days later, Private Transportation Corporation agreed to end this practice.[77]
As of 2013[update], Private Transportation Corporation no longer enforces the Hasidic custom that men and women sit apart in social situations. Still, most Hasidic men and women riders choose to sit apart from each other, and do not complain about segregation.[78]
When the MTA discontinued some routes on June 27, 2010, operators of commuter vans, also known as dollar vans,[83] were allowed to take over certain discontinued routes. In Brooklyn, these routes were the B23, B39 (which has since been restored), and B71.[84] There are also dollar vans that operate to areas with little mass transit service, or provide an alternative mode of transportation to certain bus routes such as the B41 and B46.[85][86] 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.[83][85]
Sheepshead Bay area bus began in April 1919 by Plum Beach Auto Stage.
86th Street Line streetcar until August 12, 1948.
86th Street portion and Bay Ridge Avenue portion of B1 (west of 25th Avenue) were B34 until 1978.
Service via Brighton Beach was B21 until 1978.
Service originally ran via the Sheepshead Bay (BMT Brighton Line) station. Service was rerouted via Brighton Beach and Coney Island Hospital in 1978, absorbing the B21 and B34.
Western end (13th Avenue and 86th Street) swapped with the B64 in 2010.
Current routing originally proposed in the 1970s as B86.
Bus service temporarily served Mill Basin, ending on October 28, 1979 to serve former Pioneer Bus Company riders. It was discontinued once that route was taken over by Command Bus Company.[87]
Overnight service discontinued in 1995 due to budget crisis.
Weekend service discontinued in June 2010 due to a second budget crisis and restored in mid-2012.
B3
Began 1922 by Kings Coach Company.
Extended along 25th Avenue in 1978.
Service via East 73rd and 74th Streets in Bergen Beach discontinued in June 2010.
Bay Parkway bus began August 24, 1931 by Brooklyn-Manhattan Transit.
Cozine Avenue service was new route in 1968 as B84.
On May 10, 1987, as a part of a series of changes to B6 and B11 bus service, with the shortening of the B11 to Brooklyn College, a third-leg transfer would be introduced between the B6 and B11 to ensure that riders would not have to pay a second fare. In addition, B6 service was rerouted to Glenwood Road from Flatlands Avenue between East 103rd Street and Rockaway Parkway, and eastbound service was rerouted to stay on Avenue H and Ralph Avenue instead of East 56th Street and Farragut Road. Weekday and Saturday service operating only between Cozine Avenue and Ashford Street and Rockaway Parkway station was increased.[89]
Original eastern terminus was Ashford Street; extended along Ashford Street in 1989.
In May 2000, the MTA announced a plan to implement limited-stop service along the route on weekdays westbound between 7 a.m. and 8 p.m. and eastbound between 6 a.m. and 7 p.m.. The change was expected to save $95,000 a year. Limited-stop buses would skip local stops between Rockaway Parkway station and Coney Island Avenue, and make all stops to the east and to the west. While limited-stop service would operate, about every other B6 would run limited. Local bus service would mainly operate between Rockaway Parkway station and Coney Island Avenue.[90] The service began on September 11, 2000, saving up to five minutes in travel time.[91]
B7
Began June 29, 1930 by Brooklyn-Manhattan Transit.
On September 13, 1999, service was extended along Kings Highway from East 16th Street to Coney Island Avenue.[92] Partially as a result of the extension, ridership increased by 15.4 percent between September 1999 and May 2000 over the previous year, compared to 4.5 percent for buses in Brooklyn overall.[93]
In February 2001, the MTA announced a plan to extend weekend service between 8 a.m. to 8 p.m. from Ryder Street to Coney Island. The extension would cost about $120,000, and was to be implemented in June 2001.[93]
On November 10, 2005, to improve traffic flow on Kings Highway, bus stops at Linden Boulevard and Remsen Avenue were moved to the service road from the main road.[94]
Overnight service discontinued on June 27, 2010.
B8
Began on October 22, 1925 by Queens Bus Lines.
Original eastern terminus was the Brooklyn Terminal Market.
On January 15, 1950, service was extended by 0.5 miles (0.80km) from Ditmas Avenue and Remsen Avenue to East 83rd Street and Foster Avenue to serve the Brooklyn Terminal Market.[95]
Most trips were rerouted to Brookdale Hospital in the 1990s.
Brooklyn Terminal Market service was discontinued on June 23, 1996.[96]
Daytime service between Bay Ridge and Veterans Administration Hospital discontinued in 2010 but restored on June 29, 2014.[97]
Service was extended to Bay Ridge-95th Street on June 29, 2014.
B9
Began on October 28, 1931 by Brooklyn-Manhattan Transit.
B9 service, along with B46 service, was extended to Jacob Riis Park in Rockaway, Queens, starting on June 14, 1980. Service would run every 30 minutes between 8 a.m. and 7 p.m., and when the service was announced on June 10, 1980, it was expected that service would be increased as ridership increased. The extensions in service were made possible via federal funding from the Gateway National Recreational Area.[98][99][100]
B11
Began on September 21, 1931 by Brooklyn-Manhattan Transit.
Original eastern terminus was 18th Avenue; Extended to Canarsie–Rockaway Parkway station on November 12, 1978 via the B6 route.
On May 10, 1987, as a part of a series of changes to B6 and B11 bus service, the route was shortened to the current terminus at Brooklyn College. As part of the change, late night service was extended from 18th Avenue to Brooklyn College. A third-leg transfer would be introduced between the B6 and B11 to ensure that riders would not have to pay a second fare.[89]
Overnight service discontinued on September 10, 1995 due to budget crisis.
B12
Began November 23, 1931 by Brooklyn-Manhattan Transit.
Service originally ran to City Line (Sheridan Avenue and Liberty Avenue)
On June 11, 1954, a public hearing was held on a proposed modification to the route to provide more convenient service to the Kings County Hospital Center from Bedford-Stuyvesant.[101]
The route was cut back to Broadway Junction in July 2010.
B13
Began on October 25, 1921 by Independent Buses.
Original route ran on Crescent Street from Jamaica Avenue to Spring Creek Basin.
Merged with the (first) B19 route on May 1, 1938, extended to Ridgewood Terminal some time later, probably in 1947.
Merged with most of the B18 route on September 8, 2002. B18 service along Cypress Avenue between the Ridgewood Terminal and Cypress Hills was discontinued. In Williamsburg, the B13 ran on Bushwick Avenue instead of Morgan and Porter Avenues. In Spring Creek, the B13 ran on Eldert Lane instead of Crescent Street between Linden Boulevard and Stanley Avenue.[102] Most of the B18 merge/extension was cut back to Wyckoff Heights Hospital in 2010.
Extended to new bus terminal at Gateway Center North on August 31, 2014.[103]
B14
Began in August 1925 by Eastern Parkway, Brownsville and East New York Transit Relief Association.
Service was extended along Eldert Lane and Stanley Avenue to the Spring Creek Post Office on July 2, 2006.[104]
Became route B10 before being renumbered to B15 in 1993 when extended to JFK Airport to avoid confusion with Q10.
On February 12, 2006, the bus stop at Federal Circle was removed, and service was rerouted to Lefferts Boulevard AirTrain Station B, to improve pedestrian and traffic safety.[105]
On May 30, 2012 service was rerouted from Terminal 4 to Terminal 5 due to construction.
Service to Brooklyn General Mail Facility discontinued in September 2013.[106] Trips making short turns now terminate at Drew Street and Linden Boulevard.
All JFK service was cut back from Terminal 5 to Lefferts Blvd Airtrain Station on March 27, 2022, with service within JFK replaced by the Q3 and JFK AirTrain.
B16
Began on October 28, 1931 by Brooklyn-Manhattan Transit.
In September 1994, the route was extended 0.6 miles (0.97km) north via Ocean Avenue to Flatbush Avenue and Empire Boulevard to provide direct connections with the B41, B47 and B48. This change also eliminated the need for the route to turnaround using Saint Paul's Place, which is a narrow one-way street that is often blocked due to congestion and extensive road repairs, which resulted in unreliable service. Northbound buses had turned north on St. Paul's Place and east on Parkside Avenue to the terminal on Ocean Avenue. The extension cost $140,000 annually, of which it was offset by $70,000 to $85,000 due to expected increases in ridership. This was funded as part of the 1994 Fare Deal/Ridership Growth Initiatives Program.[107]:D.14–D.20
Overnight service discontinued in 1995 due to budget crisis.
B17
Began on August 17, 1931 by Brooklyn-Manhattan Transit.
On January 12, 1998, service was increased to begin earlier and end later.[108]
In September 1996, B25 service was made 24/7 to make up for the truncation of B41 service to Tillary Street. B25 service had run 24 hours on weekdays and Saturday, but not Sundays when the first trip departed at 7:40a.m.[110]
On January 12, 1998, westbound service was rerouted along Front Street, Main Street, Water Street and Fulton Street between 7 a.m. and 7 p.m. on weekdays to stop at the corner of Water Street and Main Street.[108]
In January 1995, the B26 was extended from Adams Street and Johnson Street to a new terminal at Cadman Plaza West and Tilllary Street to eliminate operational problems.[113]
Rerouted to the B2 western terminus (Kings Highway (BMT Brighton Line)) station in 1989. A public hearing was held on June 22, 1989. The change was made to provide a direct connection to Kings Highway, which had more subway service as it was an express stop. The extension also allowed for connections to the B5, B7 and B50. Two alternatives were considered to extend the route. The first would have extended it north along Gerritsen Avenue to Avenue R and then follow the B2 to Kings Highway. The second alternative would have kept the route along Avenue U to Ocean Avenue before turning north to Avenue R and then running along the B2 route. The first alternative was chosen as it was the more direct route, had fewer bus transfer impacts, and provided additional service along Gerritsen Avenue.[114]
In January 1995, the B37 began running via Livingston Street in Downtown Brooklyn instead of via the Fulton Mall due to the high accident rate on that street and due to the difficult turns required to get to Fulton Mall.[116]
On November 8, 2008, Bay Ridge-bound service was rerouted from Third Avenue to Fourth Avenue between Flatbush Avenue and Bergen Street.[117]
Discontinued on June 27, 2010 due to a budget crisis. Restored on June 29, 2014.[97]
The route between Court Street and Livingston Street in Downtown Brooklyn (original northern terminus) and Atlantic Avenue-Barclays Center was not restored.[97]
Former northern terminus was Furman Street and Cadman Plaza West
Limited-stop service began on September 14, 1992.[121][122]
In September 1996, all trips on the route were slated to be cut back to the alternate terminal at Tillary Street and Cadman Plaza West from Old Fulton Street at Fulton Landing as part of a reconfiguration of service in Downtown Brooklyn.[123] The change took effect on March 30, 1997.[124] This 0.6 miles (0.97km) section was eliminated as it duplicated B25 service, because this section was underutilized, with an average of 1.5 passengers per trip, and because the shorter route would increase the B41's reliability. B25 service was made 24/7 to make up for the loss of Sunday service to Fulton Landing.[123]
In February 1999, the MTA announced plans to implement Sunday limited-stop service on the B41, B44, and B46 due to increased ridership. The $76,000 annual increase in costs was expected to be offset by increased ridership. The change was expected to be implemented in May 1999.[125]
Combined from B47 and B62 on September 10, 1995 due to a budget crisis.[127][128]
In March 2000, plans were announced to modify the terminal loops of the B43 and B48 to serve the Lincoln Road entrance to the Prospect Park subway station to eliminate a two-block walk and allow dispatchers and bus operators to use the new dispatcher office and restrooms at the subway station. At the time, buses had terminated at Washington Avenue and Empire Boulevard; the southbound stop was on Washington Avenue, and buses continued via Flatbush Avenue to head back into service on Empire Boulevard. With the change, southbound buses would turn south onto Flatbush Avenue, and west on Lincoln Road to the new terminal, and northbound buses would continue west on Lincoln Road, turn north on Ocean Avenue, and turn east onto Empire Boulevard. The change was estimated to cost $37,000 a year, and was to be implemented in June 2000.[129]
Limited-stop service was added to the route on September 11, 1995,[128][125] operating on weekdays between 6:30a.m. and 9 p.m. and on Saturday between 7 a.m. and 7 p.m.[130]
In February 1999, the MTA announced plans to implement Sunday limited-stop service on the B41, B44, and B46 due to increased ridership. The $76,000 annual increase in costs was expected to be offset by increased ridership. The change was expected to be implemented in May 1999.[125]
B46 service, along with B9 service, was extended to Jacob Riis Park in Queens during the summer season, starting on June 14, 1980. Service would run every 30 minutes between 8 a.m. and 7 p.m. , and when the service was announced on June 10, 1980, it was expected that service would be increased as ridership increased. The extensions in service were made possible via federal funding from the Gateway National Recreational Area.[98][99][100]
Limited-stop service was implemented on weekdays September 12, 1994.[125]
Saturday limited-stop service was added on September 16, 1995,[128][125] operating between 8 a.m. and 8 p.m.[133]
In February 1999, the MTA announced plans to implement Sunday limited-stop service on the B41, B44, and B46 due to increased ridership. The $76,000 annual increase in costs was expected to be offset by increased ridership. The change was expected to be implemented in May 1999.[125]
Busiest bus route in Brooklyn; third busiest route in New York City.[134][135][136][137]
Second Select Bus Service bus rapid transit route in Brooklyn started on July 3, 2016. Local service was extended full-time to Williamsburg Bridge Plaza.
In March 2000, plans were announced to modify the terminal loops of the B43 and B48 to serve the Lincoln Road entrance to the Prospect Park subway station to eliminate a two-block walk and allow dispatchers and bus operators to use the new dispatcher office and restrooms at the subway station. At the time, buses had terminated at Washington Avenue and Empire Boulevard; the southbound stop was on Washington Avenue, and buses continued via Flatbush Avenue to head back into service on Empire Boulevard. With the change, southbound buses would turn south onto Flatbush Avenue, and west on Lincoln Road to the new terminal, and northbound buses would continue west on Lincoln Road, turn north on Ocean Avenue, and turn east onto Empire Boulevard. The change was estimated to cost $37,000 a year, and was to be implemented in June 2000.[129]
Route originally continued to Lefferts Gardens; service south of Fulton Street discontinued in July 2010, restored on January 6, 2013.[88]
B49
Ocean Avenue Line streetcar until April 29, 1951.
Rerouted to serve the Sheepshead Bay subway station on November 12, 1978 (when B1 was rerouted via Brighton Beach).[139]
In April 2002, plans were announced to reroute northbound B49 service off of Sheepshead Bay Road and East 15th Street, and onto Shore Parkway Service Road, East 16th Street, Voorhies Avenue, East 14th Street, and Avenue Z, to reduce the number of crashes on the bus routes. 15 crashes involving the B49 occurred in 1999, eight occurred in 2000, and seven in 2001.[140]
Southbound Limited-Stop service started on September 5, 2006.[104]
The B52 was rerouted to run two-way on Gates Avenue between Spring 1991 and October 1993 to accommodate the reconstruction of Greene Avenue and Quincy Street, which was subsequently deferred. The B52 returned to running eastbound on Quincy Street and Linden Street and running westbound on Gates Avenue. The local community then requested reinstating two-way service via Gates Avenue because the street was wider, there was less congestion, and because there were greater housing development densities on that street. Brooklyn Community Boards 2, 3 and 4 supported the change, and a public hearing was held on June 16, 1994.[141] The change went into effect in January 1995.[142]
On July 1, 2007, the travel path of the B54's terminal loop in Downtown Brooklyn was reversed to improve traffic flow and to provide faster service to the Jay Street subway station.[143]
B57
Flushing Avenue Line streetcar until November 21, 1948.
In September 1996, B57 service was slated to be extended 0.7 miles (1.1km) west to the center of Downtown Brooklyn at Smith Street at Livingston Street via Jay Street from its previous terminal at Sands Street and Jay Street. The extension was intended to encourage ridership growth by providing direct access to Downtown Brooklyn, to provide transfers to other routes and to create a common terminal with the B51, B57 and B65. In addition, the B57's route path was revised to loop around the Farragut House, running along York Street between Navy Street and Gold Street, to make up for the loss of the B61, which was rerouted.[144] Service was extended to Fulton Mall on March 30, 1997.[124]
Extended along the Smith/Court Street sections of the B75 in 2010.
Extended to Red Hook in January 2013 from Smith-9th Streets subway station.
Lorraine and Ninth Street route begun August 27, 1936 by Brooklyn-Manhattan Transit.
Originally ran between Red Hook and Long Island City, Queens.
Extended to Queens Plaza in March 1994 from the base of the Pulaski Bridge as part of the MTA's Fare Deal program.[145]
In September 1996, the B61 was slated to be rerouted, eliminating the deviation it made along Sands Street, Gold Street, York Street and Navy Street to serve the Farragut Houses, instead running directly along Tillary Street. The change was to be done so buses could avoid traffic on Jay Street and Sands Street, which is the entrance to the Brooklyn-Queens Expressway and the Brooklyn Bridge and to enhance the route's growing use as an interborough route between Downtown Brooklyn and Long Island City. This change saved riders five minutes in each direction. B57 service was to be rerouted to maintain service to the Farragut Houses.[146] On March 30, 1997, service was rerouted off of Jay Street and Sands Street and onto Gold Street and Tillary Street.[147][124]
On June 15, 2008, service was extended to the new IKEA store in Red Hook.[117]
Route north of Downtown Brooklyn was split off from original B61 route (now B62) on January 3, 2010.[148]
Extended along former B77 route and Ninth Street portion of B75 route in 2010.
Second bus route in Brooklyn to receive MTA BusTime due to Culver subway line reconstruction project in 2012.[149]
Southern portion (south of Flatbush Avenue) originally ran via 8th Avenue and Prospect Park West in Park Slope and terminated at 19th Street. This portion was rerouted along the B67 route (7th Avenue) and extended to Kensington in July 2010.
Weekend service discontinued in July 2010 and restored on January 6, 2013.[88]
Western portion (B5; west of Flatbush Avenue) begun August 29, 1924 by Queens Bus Lines.
Eastern portion (B50) introduced in 1975 from Starrett City to Canarsie–Rockaway Parkway; extended to Coney Island Avenue in Midwood on November 12, 1978.[139][153]
Combined from routes B5 and B50 on September 10, 1995 due to budget crisis.[127][128]
Original terminus was Cropsey Avenue and Canal Avenue. Extended to Coney Island on September 7, 2003.[154]
Rush Hour Limited-Stop Service added on September 13, 2010.[155]
Third Select Bus Service bus rapid transit route in Brooklyn started on October 1, 2018. Runs only on weekdays, service to Coney Island and on weekends is provided by the B82 local.
New route, started on February 27, 1966 on a six-month trial basis.[156]
Original northern terminus was Livonia Avenue and Pennsylvania Avenue[156]
The route's original southern terminus was Cozine Avenue and Schenck Avenue .[156]
On November 13, 1966, the route was extended five blocks from Schenck Avenue and Cozine Avenue to Ashford Street and Cozine Avenue to serve the Boulevard Houses development.[157]
Rerouted along Van Siclen Avenue and into Spring Creek Towers in 1978.
Extended to Gateway Mall via Pennsylvania Avenue and the Belt Parkway on November 18, 2007.[158][159]
Extended to new bus terminal at Gateway Center North on August 31, 2014.[103]
On November 8, 2008, Canarsie-bound service was rerouted from Third Avenue to Fourth Avenue between Flatbush Avenue and Bergen Street.[117]
Rerouted and extended to Williams Avenue on May 4, 2009 and Sunday service was added on September 6, 2009.
Expanded service and extra trips between Brooklyn College and Canarsie was added on weekdays in 2009, Saturdays in 2010, and Sundays in 2012.
Gowanus and Boerum Hill service was added on April 6, 2014.[165]
Proposed bus route changes
In December 2019, the MTA released a draft redesign of the Queens bus network with 77 routes.[166][167] The final redesign was initially expected in mid- or late 2020,[166][167] but the first draft attracted overwhelmingly negative feedback, with 11,000 comments about the plans.[168] The redesign was delayed due to the COVID-19 pandemic in New York City.[169] Planning resumed in mid-2021.[170][171] The original draft plan was dropped,[172] and a revised plan with 85 routes was released on March 29, 2022.[168] The Queens draft plan affects three existing bus routes: the B24, B57, and B62.[173]
The MTA released a draft plan for Brooklyn's bus network on December 1, 2022. One bus route (the B39) remained completely unchanged, while the remaining routes underwent changes to their route, stop spacing, service frequencies, and/or service spans.[174][175]
New route replacing the northern portion of the B103, supplementing the B61 and B67, and providing a direct connection from Red Hook to central Brooklyn.
East 105th Street, Avenue M, East 80th Street, Avenue H
Limited
Alternating trips to Downtown Brooklyn discontinued, with all trips terminating at Flatbush Avenue.
Eastern end extended to New Lots Avenue to provide a transfer to a future wheelchair-accessible subway station.
Former and never-operated routes
Note that the "B" prefix was not used for on-bus signage until the mid-1970s.[citation needed] On December 11, 1988, some of the Brooklyn "B" routes running primarily in Queens (the B53, B55, B56, B58, and B59 routes) were redesignated as "Q" routes.[240]
Subway shuttle during reconstruction of Avenue U and Neck Road stations from 2008 to 2010.[241] Ran solely in a.m. rush hours and only toward Quentin Road.
Started on March 12, 1950, and ended February 1, 1955. Route may have started at Quincy Street and Broadway as a branch of the B22. Ran on Fulton Street from Alabama Avenue to Elderts Lane.[246]
Weekday service operated from 6 a.m. to 8 p.m., with a frequency of 12 to 15 minutes, and weekend service operated from 10 a.m. to 8 p.m.. on a 12-minute headway[248]
This route was discontinued in 1988 due to low ridership. The route only averaged two passengers per trip. Its discontinuation affected 118 weekday passengers and 69 weekend daily passengers. A public hearing was held on October 17, 1988 so that the local community could respond to the route's proposed discontinuation.[249][248]
B38 (first use)
Discontinued on June 28, 1947; redundant with the BMT West End Line.
Flatbush Avenue, Manhattan Bridge, Lafayette Street, St. James Place
Began on September 9, 1985, replacing part of the B63.
Replaced the Manhattan Bridge Three Cent Line streetcar.
On November 14, 2005, bus service was restored on Park Row between Chatham Square and City Hall. Buses had been running on Frankfort St and St. James Place.[250]
Discontinued on June 27, 2010 due to a budget crisis.[245]
In April 2002, plans were announced to modify the eastbound route of the B77 to eliminate delays along Bush Street after the opening and expansion of an entrance to a waste transfer station. Instead of running via Lorraine Street, Court Street, Bush Street, and Smith Street, buses would run via Lorraine Street, Court Street, Hamilton Avenue, Bush Street, and Smith Street. This change was implemented on a temporary basis in 2001.[253]
On June 15, 2008, service was extended to Beard Street and Van Brunt Street to serve the newly opened IKEA in Red Hook. Service along Coffey Street was discontinued.[117]
Merged with B61 on June 27, 2010 due to a budget crisis.[245]
Operated from April 1, 1951 to September 30, 1959.
Served by northbound B44 buses, only toward Nostrand Avenue.
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The B46 bus route constitutes a public transit corridor in Brooklyn, New York City. The route runs primarily along Utica Avenue north from the Kings Plaza shopping center through Eastern Brooklyn, with continued service west along Broadway to the Williamsburg Bridge Plaza Bus Terminal. The corridor was originally served by a streetcar line, known as the Utica and Reid Avenues Line, Utica−Reid Line, Reid−Utica Line, Reid Avenue Line, or Utica Avenue Line until 1951, when the line was replaced by bus service. The bus route is operated by MTA Regional Bus Operations under the New York City Transit brand.
The Q5 and Q85 bus routes constitute a public transit corridor running along Merrick Boulevard in southeastern Queens, New York City. The routes run from the Jamaica Center transit hub and business district to Rosedale, with continued service to Green Acres Mall in Valley Stream, Nassau County. The Q4 and Q84 buses also serve the northern portion of the corridor, before diverging east along Linden Boulevard and 120th Avenue respectively. The Q4, Q5, and Q85 also provide limited-stop service along the corridor. The routes on the corridor mainly serve as feeder routes to New York City Subway services at Jamaica Center–Parsons/Archer station.
The Richmond Hill Line is a surface transit line on Myrtle Avenue in Queens, New York City. Once a streetcar line owned by the Brooklyn–Manhattan Transit Corporation, it was replaced on April 26, 1950 by the B55 bus route. The trolley tracks were not removed until April 1955, when Myrtle Avenue was being repaved. On December 11, 1988, the bus was relabeled as the Q55 Myrtle Avenue (East) bus route (as opposed to the B54 route on the western portion of Myrtle Avenue), operated by the New York City Transit Authority.
↑ "B110 schedule"(PDF). Private Transportation Corporation. January 19, 2015. Archived(PDF) from the original on November 14, 2014. Retrieved September 29, 2015.
↑ Authority, New York (State) Metropolitan Transportation (2002). MTA Board Action Items. Metropolitan Transportation Authority. Archived from the original on April 21, 2023. Retrieved February 3, 2019.
↑ "B61 Bus Schedule". mta.nyc.ny.us. Metropolitan Transportation Authority. 1997. Archived from the original on June 14, 1997. Retrieved June 28, 2019.
1 2 3 4 5 "B36 Route Report"(PDF). New York City Transit Authority. June 25, 1988. Archived(PDF) from the original on March 17, 2022. Retrieved March 8, 2019.
↑ "Public Hearing Notice". New York Daily News. September 8, 1988. Archived from the original on January 21, 2021. Retrieved July 26, 2018.
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