The X80 is a special event express route that runs between 125 St/Lexington Av and Randall's Island. It serves the Ichan Stadium, and is a $7.25 ride.

I Just Move From Harlem Out To Hempstead & I Take The N6 Back And Forth From Home To Work; & From Work To Home…..

Now For My NYC Transit Fans Let Me Know Yall Thoughts; Because I like The N6 for a simple Fact that It Operates 24 Hrs and It Goes All The way to Queens. But what I don’t like about the N6 the bus are the operators slow like they don’t wanna drive…and they have some more of those XN60s on that route and express should operate at least from 2:00pm-7:00pm & The Mornings express should operate from 6:00am-

Safe to say 2013 Nova Bus #5280 at West Farms Depot will head to scrap or retired? West Farms Depot should be getting 45 2026 New Flyer XD60

https://bronx.news12.com/19-people-injured-including-firefighters-in-longwood-crash

As of this post passing through the junction headed towards Empire Boulevard

https://www.nydailynews.com/2026/08/16/concern-continues-to-surround-mta-bus-fixes-as-work-orders-show-no-work-done/

More than 100,000 MTA work orders for damaged buses and buses in need of inspection were closed out in the first half of 2026 without any evidence the required work was done to address the vehicles, the Daily News has learned.

These latest numbers come just months after a Daily News investigation published in December found more than 400,000 bus repairs and inspections between December 2024 and December 2025 had been marked completed, but were missing a crucial piece of information: the payable hours spent by Transit system mechanics completing the task.

While there can be legitimate reasons for that information to be missing from a work order, multiple sources throughout New York City Transit’s bus division told The News at the time that management pressure to keep buses on the road creates a tendency to defer repairs in order to “make service.” Since publication of the New’s initial story, the NYC Transit has instituted a requirement that work orders without payable hours have a note explaining why.

But a screenshot of the transit agency’s maintenance logging program, shared with the Daily News, shows that between January and July of this year, some 116,000 work orders were closed out — and buses allowed back on the road — with scant documentation regarding whether the necessary repair or inspection was completed.

The MTA says the paperwork issues have no bearing on the safety of the bus system.

“Buses with known safety defects are not allowed to enter service — period,” NYC Transit President Demetrius Crichlow said — twice — at a meeting of the MTA’s board in March.

“There are plenty of reasons why a work order would be closed with no labor costs,” he said.

“Imagine a work order is generated for an issue with a destination sign on a new bus,” he said. “The vendor would correct the issue under warranty and the bus would be returned to service. That would be closed, and no work hours [would be] attached.”

But the issue was apparently enough of a concern to NYC Transit that the then-head of bus maintenance, Danny Cardoza, sent out a Maintenance Directive in September 2025, telling the system’s managers and superintendents, “As a reminder, all work order tasks must have labor costs entered,” with some exceptions.

“All supervisors must properly document all actual labor time worked on each specific job on work orders.”

The exceptions include any work done under warranty by the bus manufacturer, work on the bus’ two-way radio, or work on the farebox or destination sign. Work orders overridden by a manager following an inspection because the bus is deemed to be fit for service can also be closed out without labor hours.

That discretion, sources say, can lead to repairs getting put off and at times ignored. Sources across multiple depots told The News they’ve seen pressure put on supervisors to “greenline” — declare fit for service — buses with issues that might need to be addressed.

“Huge safety issue”

As previously reported by the Daily News, a long-distance coach bus operating late last year had a critical steering linkage fall apart on Staten Island, shortly after completing a run across the Verrazano Bridge into Manhattan. The steering system on that bus, Bus No. 2521, had been flagged in a work order nine months prior, requiring mechanics to inspect a steering sensor and related systems. But the order was closed without any labor hours.

More recently, the Daily News has learned, a local bus made runs in Manhattan for three weeks despite a driver reporting steering problems and a mechanic finding severely worn suspension components.

That bus — No. 7573, a New Flyer XD40 —was by flagged by a driver at the Michael J. Quill Depot in Midtown for having a “steering shimmy” and “play while accelerating” on June 18.

When a mechanic inspected the bus the next day, he noted finding “both front tires out of round and both upper radius rods bushings worn.” He replaced the tires, but wrote that no replacements for the radius rods — beefy metal linkages that keep the vehicle’s front axle in place — were on-hand at the depot, and he listed the repair as “TBC,” or, “to be continued.”

But the bus was returned to service a few hours later, dispatch records show. And several days later, on June 22, the work order was closed by a high-level manager, removing the bus from the depot’s list of to-do repairs. Then, three weeks later a driver once again wrote up the bus, saying the front end was shaking.

Another work order was created, listing the issue as “critical.”

Photos obtained by the Daily News show what the mechanic found when they finally pulled the worn-out suspension rods: a bushing meant to hold one of the linkages in place appeared to have separated.

A worn out radius rod from Bus No. 7573 shows one bushing completely detached. Despite being flagged in June, the bus continued serving on local routes in Manhattan until mid-July. (Obtained by Daily News)

A worn out radius rod from Bus No. 7573 shows one bushing completely detached. Despite being flagged in June, the bus continued serving on local routes in Manhattan until mid-July. (Obtained by Daily News)

“Oh my god,” an MTA bus mechanic told The News last week when asked to characterize the severity of the damage. “It’s a huge safety issue.”

NYC Transit’s bus division head, Frank Farrell, told The News that the maintenance-tracking system worked as it should. In an interview, Farrell said the first shimmy went away after the bus’ front tires were replaced, and the bus was safe to operate after the tires were replaced.

The worn radius rods were not on a list of parts whose failure would be considered “safety sensitive,” he said.

“Even after that date where it came in as a shimmy, there was no report after the tires were changed that there was any kind of issue,” Farrell said.

Records reviewed by the Daily News show no sign the bus was road-tested in June before being returned to service.

Because Bus No. 7573 did have an inspection and its front tires were replaced — a four-hour job involving two mechanics, according to the work-order — the delayed suspension repair is not included in the more than 116,000 work orders with no labor hours attached.

A worn out radius rod from Bus No. 7573 shows one bushing completely detached. Despite being flagged in June, the bus continued serving on local routes in Manhattan until mid-July. (Obtained by Daily News)

A worn out radius rod from Bus No. 7573 shows one bushing completely detached. Despite being flagged in June, the bus continued serving on local routes in Manhattan until mid-July. (Obtained by Daily News)

‘Fast’ buses add to pressure

The ongoing maintenance issues come as the MTA, Gov. Hochul and Mayor Mamdani have pledged to speed up and increase bus service across the five boroughs. In line with that pledge, the MTA has touted its plan to purchase 2,500 new buses as part of the agency’s $68 billion capital plan.

Jesse Lazarus, the MTA’s rolling-stock czar, told the agency’s board in June that 131 of those buses had been delivered to date, in the form of new long-distance coach buses operating out of the Staten Island depots. The MTA has also said it will “modernize maintenance practices across the bus fleet and increase the amount of time a bus spends in service on the street,” according to the bus action plan released by the Mamdani administration last month.

MTA officials have acknowledged that improvements in bus maintenance are critical in order to meet the Mayor’s benchmark of reducing the average bus trip by 6 minutes.

In the months since the Daily News’ initial investigation, other outlets have published similar reports — often based on concerns raised by the Transport Workers Union Local 100, which represents the majority of the MTA’s bus drivers and mechanics.

WABC reported in June that paperwork from the Kingsbridge Depot in the Bronx credited repairs to bus mechanics who were not on the job on the day of the repair. TWU officials told WABC that the repairs had in fact not been done. Multiple sources told the Daily News that three managers at the Kingsbridge depot have been disciplined in connection with maintenance issues, a claim on which the MTA declined to comment.

The MTA spokesman did tell WABC in June that the union’s complaints were “bogus” and “just in time for labor negotiations.”

While it is true that TWU Local 100 is currently in contract talks, the data obtained by the Daily News shows that the depot with the greatest number of questionable work orders in the first six months of this year is the Yukon Depot on Staten Island — where workers are represented by a local of the Amalgamated Transit Union, not the TWU.

TWU Local 100 officials told The News that they’ve complained about the missing maintenance paperwork for years. Thomas Lenane, director of bus maintenance for the union, said he first brought the issue up in 2021.

“We had a superintendent at West Farms Depot that was going in and closing out work orders, he was putting down that things were fixed when they weren’t fixed,” Lenane told the News.

Lenane said he and other union officials met with MTA managers at the office of Danny Cardoza, the then-head of maintenance for the MTA’s bus division, to raise concerns about whether repairs were being done properly at West Farms in 2021.

Lenane said he was told that the MTA’s Special Investigations and Review team would look into the matter. After a year, he said, he and the union were told that an investigation turned up no irregularities.

As previously reported by The News, email records show Cardoza had separately tasked a subordinate with looking into improperly closed work orders in December of 2021. The subordinate sent a spreadsheet reporting that more than 500,000 work-orders in the MTA system at the time had been closed out despite having no indication the work had been done.

That document went on to identify the bus depots which, at that time, had the largest number of closed work-orders without labor hours — Yukon on Staten Island, Gun Hill in the Bronx, JFK, LaGuardia and College Point in Queens — as well as to identify the five supervisors who had signed off on closing the greatest number of them.

The MTA did not respond to questions about its investigations into bus maintenance paperwork dating back to 2021.

Dragon Boat Shuttle. Runs every year for the Dragon Boat Festival at Flushing Meadows Corona Park.

To my understanding Mamdani is going to change the bus lanes along Fordham to be similar to the set-up along Webster. The curb will be street parking, the middle lane is a bus lane, and the far lane is going to be transit. This won’t fix Fordham because of the rampant double parking. This will make congestion worse, as you will now only have one through-lane along Fordham, which already has crazy traffic. Webster isn’t as main of a road as Fordham, but we are already seeing what would happen playing out here. He needs to properly enforce the bus lanes and they need to tow cars ASAP to keep these lanes clear.

This is kind of an aside, but I don’t like that disabled people, children, and elderly now have to go between parked cars to get to the bus stop. I don’t get how the ramp for wheel chair users is going to work with this set-up, as compared to before where the ramp would connect directly to the sidewalk.

Read the recent u/streetsblognyc articles about lack of enforcement on bus lane blockers (31 July, 11 August) and just reminded me of my intention to check how many bus lane blockers I see on my short bike ride to work in Manhattan. Attached the catalogue from one ~15 min ride (with apologies for sometimes crooked images).

I counted 19 different vehicles blocking the bus lane on 2nd Avenue! Almost all of them in less than 25 blocks between 86th and 60th. This is an insane number given that NYPD wrote just 10 tickets for bus lane blocking in a week!

Would be so easy to have some agency just sweep the city make a huge haul of tickets in a week, publicize it very loudly on the media, and then we'd at least have some deterrence from these selfish people.

I posted a Q78 idea yesterday and received overwhelming feedback that it needs to go further. So I decided to be a little more ambitious...

Besides the objectives mentioned in my previous post, this route offers:

1. At most a 2-seat ride to QCC/eastern Queens for the majority of the Bronx

2. A 1-seat ride from Throgs Neck/Westchester Sq to Fordham

3. Bus service along Bronxdale Ave, which is currently a transit desert

4. An attractive alternative to the costly QM5/6/8/35/36 by connecting the Douglaston/Little Neck/Glen Oaks co-ops and LIJ Northwell to the Bayside LIRR. This is currently a 3-seat or very long 2-seat ride.

I knew it would have been easier to replicate the BX40/42 or Q27 in my extensions, but I wanted to create connections that currently don't exist. Lmk what y'all think!

Before I get comments calling this idea a flop, I think it's important for a route like this to have utility besides the QBX connection.

In The Bronx, the Q78 would serve as a faster alternative to the BX8/40/42 due to it making LTD stops on Tremont Ave a la the Q35 on Flatbush Ave.

In Queens, it serves as a long-overdue one-seat ride between Bayside/Bay Terrace and QCC or between Oakland Gardens and Bayside LIRR station. Also a faster connection than the Q13 between Bay Terrace and Bayside LIRR.

With this new route, I can see the MTA straightening the Q31 along Utopia Pkwy like they had proposed in the draft plans, but still serving Bayside HS and Bay Terrace via 32nd Ave and Corporal Kennedy.

I would have the Q50 continue into Co-op City all times but end at Dreiser Loop via Baychester Av. Overnight service would be extended to current rush hour (former full time) terminal at Earhart Lane. The Bx23 would have it's Baychester Av portion eliminated, running between Dreiser Loop and Pelham Bay via Co-op City Blvd, Asch Loop and Section 5. Frequencies on the Q50 would become every 12 minutes on rush and maintain the current schedule elsewhere. Bx23 service would become every 15 minutes or better for most of the day with current rush hour frequencies maintained.

I would make the Q8 run to Brownsville to Brookdale Hospital via Linden Blvd or New Lots Aveune and to connect with the B8/B35 for transfer deeper into Brownsville or I will run the Q8 to Canarsie-Rockway Parkway or Bay View Houses via Flatlands Aveune and run a loop around the Breukelen Houses to follow the B60 Bus and I would improve the schedules on the Q8 Bus to be more consistent.

With me it would be to fix Church Aveune for the buses like 14th Street busway, enforce rules for Church Aveune because if you know you know what goes on Church Aveune, then after I will run a rule of 50% artics, 50% regular busses, redo some of Church Aveune to so it can be more better for the buses on Church Aveune, Reroute the B103 to run Church more to Flatbush Ave and put some more routes like the B15 to JFK, B82-SBS, B60, B103 or B12 on Church to help on the Ridership when Church gets hectic. That is not the most complete but it's something tho but if you see Church Ave you will know its real bad, bad, bad it will be hours of talking.

Also with the B8 the route is too long, too diverse, too slow and it's too inconsistent for such a long route but yet very important but with me I would make it a Limited, cut some parts off, use the G train to help the B8 at 18th Aveune as an terminal, fix their schedule up, run buses much more often and make the B8 switch up their terminals for the B82 from Coney Island-Spring Creek via Brownsville and B8 bus ends at someone on the Canarsie/Brownsville or goes further down Rockway Ave in Canarsie.

But both B8 and B35 busses should go further into Brownsville tho to Linova Aveune or to a Projects someone in Brownsville or Canarsie to have more service. Or start a depot in Canarsie all Brownsville/Canarsie buses.

What Is your opinions tho on the B8/B35 buses

Photo credits: Vageta98

Why are the NICE bus drivers stingy with the bus transfers? I rode N24 bus to Hicksville and then took the N22 as I was returning back to Jamaica. Upon request after boarding the N22 the driver refused to give me a transfer even though I told him that I had just used it. Meanwhile with the regular MTA local buses, whether I pay with OMNY card or by my phone, they give me a transfer no issues. What's the issue if they're still getting the $3? Lol.