This page chronicles (as best as can be reconstructed) the history of San Fernando Valley transit service, starting with the Pacific Electric (PE) Red Car rail and bus lines and its successor Metropolitan Coach Lines (MCL) bus service, Los Angeles Railway, Los Angeles Motor Coach, Los Angeles Transit Lines and Asbury Rapid Transit, and continuing through Los Angeles Metropolitan Transit Authority (LAMTA) and Southern California Rapid Transit District (RTD) service to the more recent Metro Bus and LADOT lines.

The earliest entries are for PE (and lines they acquired from other independent operators, such as Motor Transit Stages), which sold its remaining passenger operations to MCL on March 3, 1953; PE did not give them "official" route numbers until 1943 -- and did not print the route numbers on timetables until 1951 -- so until MCL's map/timetable dated June 1, 1954 line numbers were not well-known. MCL subsequently acquired Asbury Rapid Transit System -- who had, ironically, been approached by PE to acquire their Valley lines in 1949 -- on August 3, 1954. The acquired lines continued to be operated by MCL as "Asbury" and were numbered for the first time after the change of ownership (Asbury had been formed by a 1939 merger in which Original Stage Lines changed its name to Asbury Rapid Transit System August 31, followed by the equipment and rights of Pasadena-Ocean Park Stage Lines transferring to Asbury September 19; Asbury also assumed control of the three-line Burbank City Lines system in October, 1949). MCL and Asbury lines (as well as service by most other companies in the region) transferred to LAMTA -- which had existed as a planning agency since 1951, but whose powers were expanded in 1957 to allow it to be a transit operator -- on March 3, 1958. Some line numbers changed in the process and some branch designators were created for the first time. In order to determine a line's origin prior to 1958, the background color for the line number is dark red for PE/MCL, yellow for Los Angeles Railway (later, as bus service, Los Angeles Transit Lines), green for Asbury, and white for Los Angeles Motor Coach; all line numbers from 1958 to 1964 were LAMTA numbers.

Los Angeles Transit Lines (LATL) Lines 86 and 87 are shown with a white background for their line numbers, rather than yellow, because even though they were under LATL control when they were folded into LAMTA in 1958, they were established by Los Angeles Motor Coach under its original name of Los Angeles Motor Bus Company.

In Glendale, Pacific City Lines (later, as Glendale City Lines, part of National City Lines) service operated between 1941 and 1962 on the major streets in Glendale, extending into downtown Burbank. These lines were an outgrowth of PE feeder bus service, which began operation in 1921. A strike November 1, 1962 halted service, and LAMTA acquired those routes December 26 of that year, restructuring the four previous lines into new Lines 20 and 22. They are shown in the table as "new service" for this reason, even though they replaced the suspended service.

LAMTA was responsible for significant expansion of service to the San Fernando Valley, launching a "Transit Service Explosion" which was implemented on November 18, 1962. This resulted in a net increase of 29 route miles in the Valley. Most LAMTA lines kept their numbers on November 5, 1964 when they were transferred to RTD; exceptions are noted.

Lines designated as "freeway flyer" or "park-ride" services operated southbound from the Valley to downtown Los Angeles in morning rush-hour and in the northbound direction afternoons. Exceptions are noted, as are dates when these were converted to bi-directional or all-day operation (although not all of them were). Virtually all lines later designated as "express" trace their origin to these services.

But up until March 30, 1975, service was nothing like the present system of long lines using a single street for most of their route mileage; RTD lines -- like the LAMTA or MCL lines before them -- were constructed in "U"-shaped, dogleg, stairstep, and other configurations with multiple turns to serve parts of various streets. By the early 1970s, it was obvious that a major restructuring was needed, and the angular alignments were replaced by more than a dozen new lines, running along the entire length of the Valley's arterial streets and constituting a grid of service (with the exception of a few lines which required minor zig-zag routing because of the lack of through street mileage). All of the grid services were operated all day, seven days a week; for these lines, any subsequent reduction in days of week or hours of operation are noted.

October 2, 1983 was the key date for breaking the numbering scheme; the "great renumbering" of every line that had not been renumbered between 1980 and 1983 took place on that date (even the special Hollywood Bowl lines were renumbered!). The new numbers needed to be in place with new bus stop signs -- with line numbers and descriptions indicated on each sign -- prior to the 1984 Olympics. RTD Staff had originally proposed that all Valley local lines retain their numbers from the 1975 grid restructuring, but John Dyer (then RTD General Manager) wanted a complete change to the new number system. Most of the east-west lines retained their 100-series line numbers from the grid system. Those changes are identified in the table as "Great Renumbering" for easier identification.

Some express lines transferred to LADOT in 1987 (LADOT-operated express lines have purple numbers in the grid); All other RTD lines became Metro Bus lines on April 1, 1993. The 1983 line numbers were unchanged until the San Fernando Valley Transit Restructuring Study (SFVTRS) in the mid-1990s.

The descriptions of lines came from a variety of sources. The vast majority came from Western Transit's annual RTD and MTA operations survey, published from 1964 through the present; many came from the master line records at Metro and from the published timetables. Some gaps were filled using the RTD and MTA system maps from 1985, 1992, and 1994; from various service change brochures; from LADOT's 1994 system guide; and from the 1986 RTD map of the San Fernando Valley. Line descriptions are as shown when a line was first introduced; an exception is made for PE/MCL/LAMTA/RTD Line 90, which in its roughly 25 years of operation went through so many changes that it was a completely different line in 1975 than it had been in 1949 (that entry has two descriptions ... the original description and the revised description after the 1962 restructuring).

Line numbers shown in (parentheses) were renumbered, canceled, or replaced by other lines; the last entry in the "realignments" column gives details. From 1995 onward, there have been instances where lines were deconstructed with a portion retaining the original line number; in these cases, the portion of the original line that was split is shown in [brackets] in the "route description" column. Where such restructuring resulted in service being added to a street that a line did not originally serve, we have made the addition in italics.

There are a handful of lines which, for much of their history, operated outside the Valley. They are included here because of their relationship with lines that did serve the Valley (defined as the area north of the Santa Monica Mountains, from Glendale west to the Los Angeles/Ventura County line): LATL 5 and 61 and LAMTA 7A (origin of Verdugo Rd. service in Glendale); LATL 45 (origin of service between Hollywood and Pasadena via Glendale); LAMC/LATL 86 (origin of service to Griffith Park); LAMC/LATL 87 (origin of Riverside Dr. service and service to Glendale from Silver Lake); and RTD 108 and 119 (origin of service between Glendale and Pasadena via La Cañada-Flintridge). Also included are lines operated in what is now Santa Clarita by RTD in 1972-73, because that service was operated by RTD's Valley bus divisions.

A note about those lines numbered in the 500-series between 1973 and 1983, which have a light grey background for their line numbers: RTD operated "subscription services" during those years, which generally consisted of between one and four trips to an employment center in the morning and the same number of return trips in the afternoon. These services, which operated on a more direct routing than standard service, with no intermediate stops, could only be used by employees of the sponsoring company (identified in the grid with the start date), who paid a premium price for a special RTD pass allowing use of the direct service (and the marketing brochures made the most of the "premium" image of the service). Two of the sponsoring companies used the service in a more unique way; Blue Cross and Prudential simply paid the bill outright and used the service to ferry employees from their existing offices to their new Warner Center facilities (making them, in effect, "reverse direction" lines). Most of the subscription services were short-lived; two lines were converted to regular freeway express service in 1981, and three more were similarly converted in 1983, as noted.

There are two types of links in the table. A link in green on a line number will jump in the table to the referenced line to assist in tracing the history of a route. A link in red on a date will open a small window with a map of the line during that period of its history. The maps come from a variety of sources, including timetables, service change brochures, detour notices, line instruction documents, and system maps. They do not necessarily come from materials issued on the exact date of a route change, but they do come from the period that a particular routing was in effect. In some cases, where only a line's terminal changed, only relevant parts of a map are displayed; this was especially done in cases where this allowed for a clearer map image. (Note that it was very rare, prior to the 1950s, for timetables to display individual route maps; thus there are few maps available for early service.) It should also be noted that, beginning in 2006, Metro changed its map design and ink color for its timetables for local (non-Rapid) service, and the combination does not lend itself well to scanning, so we have not included scans after 2005. Javascript must be enabled on your browser for the map windows to open.

Beginning with the creation of LACMTA in 1993, we have created separate pages for each line affected by service changes, using the maps from the public hearings. These are accessible from this page by links next to the date, marked with colored icons as follows:

Link to pages showing changes made as part of the 1994 San Fernando Valley Transit Restructuring Study.
Link to pages showing changes and new lines from the 1998 BRU "New Service Plan".
Link to pages showing changes made to interface with the Metro Red Line 1999 Hollywood extension.
Link to pages showing changes made to interface with the Metro Red Line 2000 Valley extension.
Link to pages showing changes made by the SFV sector between 2003 and 2005.
Link to pages showing changes made to interface with the 2004 Metro Gold Line opening.
Link to pages showing changes made to interface with the 2005 Metro Orange Line opening.
Link to pages showing changes made during the Metro Connections program.

We have also used icons to link to pages for additional information on the following:

Link to the page on the 1962 Service Expansion Plan.
Link to the page on the 1975 establishment of the "grid system".
Link to the page on LADOT-operated Commuter Express lines.
Link to the pages for 1994 Northridge earthquake emergency service.
Link to the pages for shuttle lines in the original BDOF-operated "demonstration project".

The timetable maps for the "Quake" and "BDOF" lines are on the linked pages.

There are separate pages covering the history of Burbank and Glendale local service (including the Pacific Electric feeder bus lines, Burbank City Lines and Glendale City Lines) and LADOT DASH in the Valley. Lines operated by AVTA (numbers shown in blue in the grid) and Santa Clarita Transit (numbers shown in pink in the grid) into the San Fernando Valley are included. (Although local Santa Clarita Transit lines are not included in the grid, the former RTD lines in the Santa Clarita Valley are included as they were operated by RTD's Division 8 in the San Fernando Valley.)

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Line	Route Description	Realignments, Renumberings, Replacements, etc.
(5)	Eagle Rock - Hawthorne Blvd.	1906: Eagle Rock rail line 1911: Combined with Hawthorne Blvd. (which had begun in 1902 by Los Angeles & Redondo Railway) as Line "E" (at just under 22 miles, this was the longest line operated by Los Angeles Railway) 1932: Numbered 5/55: Converted to bus operation (as Los Angeles Transit Lines; weekday peak-hour express service south of downtown Los Angeles using the Harbor Freeway was implemented 7/57) 6/56: Branch route via Verdugo Rd. created as replacement for 61 9/61: Eagle Rock portion replaced by 7/7A (The remaining portion of Line 5 exists as today's Metro Line 40, and Line 7 exists as today's Metro Line 84, renumbered in 1983.)
(7A)	Verdugo Rd.	9/61: Replaced Verdugo Rd. branch of 5 12/75: Extended to Eagle Rock Plaza 1/83: Renumbered 85
8	Santa Clarita - Sylmar/San Fernando Metrolink Station	3/05: Began operation
(12L)	Los Angeles - San Fernando	1916: Original Stage Line service 12/40: Branch to Union Air Terminal (future 12S) and via Riverside Dr. (future 13) created 1/47: Branch via Glenoaks Blvd. created (future 12G) 8/54: Acquired by Metropolitan Coach Lines and numbered 8/56: Realigned in San Fernando (San Fernando depot closed); subsequent minor realignments in downtown San Fernando took place, post-renumbering, in 1958 and 1964 4/58: Renumbered 24L
( --- )	Burbank - Union Air Terminal	8/37: Original Stage Line route via Burbank Blvd. - Victory Blvd. - Hollywood Way 11/38: Canceled
(12S)	Los Angeles - San Fernando (via Empire Ave. - Lockheed)	12/40: Branch of Los Angeles - San Fernando Line (future 12L) 8/54: Acquired by Metropolitan Coach Lines and numbered 8/56: Realigned in San Fernando (San Fernando depot closed); subsequent minor realignments in downtown San Fernando took place, post-renumbering, in 1958 and 1964 4/58: Renumbered 24S
( --- )	Van Nuys - North Hollywood - Union Air Terminal	4/42: "Temporary" wartime line to serve Lockheed plant 1950: Cutback to North Hollywood early in the year, then canceled in the fall
(12G)	Los Angeles - San Fernando (via Hollywood Way - Glenoaks Blvd.)	1/47: Branch of Los Angeles - San Fernando Line (future 12L) 8/54: Acquired by Metropolitan Coach Lines and numbered 8/56: Realigned in San Fernando (San Fernando depot closed); subsequent minor realignments in downtown San Fernando took place, post-renumbering, in 1958 and 1964 10/57: Renumbered 12H
(12GM)	Los Angeles - San Fernando (via Magnolia Blvd. - Glenoaks Blvd.)	8/55: Branch of 12L, replacing 22 on Glenoaks Blvd. (originally applied for by Asbury 3/46 but denied because of Burbank City Lines' starting a new route on Glenoaks Blvd. one month later, which became part of 22 after BCL went bankrupt three years later) 8/56: Realigned in San Fernando (San Fernando depot closed); subsequent minor realignments in downtown San Fernando took place, post-renumbering, in 1958 and 1964 10/57: Renumbered 12G
(12G)	Los Angeles - San Fernando (via Glenoaks Blvd.)	10/57: Renumbered from 12GM 4/58: Merged with 12H into 24G
(12H)	Los Angeles - San Fernando (via Hollywood Way - Glenoaks Blvd.)	10/57: Renumbered from 12G 4/58: Merged with 12G into 24G
(13)	Los Angeles - Burbank	12/40: Branch of Los Angeles - San Fernando Line (future 12L) 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Replaced by 86
(14)	San Fernando - North Hollywood - Burbank	5/47: Began operation 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Merged with 18 9/56: North terminal realigned (San Fernando depot closed); a subsequent minor terminal realignment took place in 1958 2/60: Replaced 20 on Victory Blvd. 11/62: Replaced by 87 on Victory Blvd. - Burbank Blvd. and by 90 on Laurel Canyon Blvd. 6/63: Replaced 87 on Victory Blvd. (restoring the pre-11/62 routing between Burbank and North Hollywood) 5/67: Realigned in downtown Burbank (San Fernando Blvd. closed for six downtown blocks to construct pedestrian-oriented Golden Mall) 3/75: Replaced by 163 on Magnolia Blvd. and by 164 on Victory Blvd.
( --- )	San Fernando - Panorama City	5/48: Began operation 1950: Canceled
(15)	San Fernando - Olive View Sanatorium - U.S. Veterans Hospital	1924: Original Stage Line service 11/51: Outer loop between Olive View and Veterans Hospital discontinued 8/54: Acquired by Metropolitan Coach Lines and numbered 9/56: North terminal realigned (San Fernando depot closed); subsequent minor terminal realignments took place in 1958 and 1964 4/60: Supplemental school branch on Hubbard St. established (no records exist showing when this branch was discontinued, although it was off the timetable by 1965; no timetable maps ever showed the branch route) 7/65: Extended to Juvenile Hall (three roundtrips weekdays, two roundtrips Sunday) 6/66: Realigned in San Fernando to accommodate pedestrian-oriented mall 2/71: Shortened post-earthquake to turnaround at Veterans Hospital driveway (service no longer able to operate onto the Hospital grounds) 4/71: Juvenile Hall service discontinued 3/75: Replaced by 167
(16)	Sun Valley - North Hollywood	6/46: Began operation 4/48: Extended to Sunland 11/51: Cutback at Sun Valley 8/54: Acquired by Metropolitan Coach Lines and numbered; minor realignment at the south terminal one year later 11/62: Replaced 90 on Lankershim Blvd., extended to Canoga Park via Roscoe Blvd., interlined with 74 6/63: Saturday service cutback at Sun Valley 9/74: Extended to Woodland Hills via Fallbrook Ave. 3/75: Renumbered 152, replaced by 159 on Lankershim Blvd. and by 169 on Saticoy St.
(17)	Hollywood - Pasadena	1919: Return loop of Pasadena-Ocean Park Stage Line service 8/54: Acquired by Metropolitan Coach Lines and numbered 6/60: Replaced by 81H/81V
(18)	North Hollywood - Burbank	12/25: Lankershim - Magnolia Park line (PE) 7/26: Extended to downtown Burbank via Magnolia Blvd. 8/26: Sold to John & Clarence Auld, who abandoned it one year later 9/27: Replaced by Original Stage Lines service 8/37: Reorganized into two loop routes (Lake St.-Alameda Ave. and Magnolia Blvd.-Hollywood Way), incorporating "trial line" between downtown Burbank and First National Studios which began 6/36 2/39: Recombined into original alignment, with branch "studio loop" (there are no records showing when the branch loop was canceled) 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Merged into 14
(19)	St. Joseph's Hospital - Burbank Blvd.	10/49: Burbank City Lines 3 becomes Asbury service, extended via Olive Ave. to Riverside Dr. (Alameda Ave. portion of BCL 3 originally operated by Victory Blvd. route but recombined 11/51) 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Service to St. Joseph's Hospital replaced by 86 2/57: Extended to North Hollywood via Victory Blvd. 11/62: Canceled (in one of the more interesting -- and potentially confusing -- line number changes, the Line 19 number was reused the same day for restructured Line 74S)
(19)	Sherman Oaks - Van Nuys - San Fernando	11/62: Renumbered from 74S, extended to Sherman Oaks via Sepulveda Blvd., with deviation to Van Nuys Blvd. via Oxnard St. and Burbank Blvd. 6/63: Replaced by 90
(19)	Glendale - Montrose - La Cañada	12/63: Renumbered from 56V 9/72: Extended to Pasadena, replacing 119 6/75: Route deviation to Verdugo Hills Hospital added 4/76: Replaced by 434
(20)	Victory Blvd.	10/49: Burbank City Lines 1 becomes Asbury service, combined with Alameda Ave. portion of Burbank City Lines 3 (Alameda Ave. route was transferred to Burbank Blvd. line 10/51) 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Extended to Valley Plaza, replacing 86 on Oxnard St. and Whitsett Ave. 2/60: Replaced by 14
(20)	East Glenoaks - Kenneth Rd.	12/62: Replacement for Glendale City Lines 2 and 4 between Glendale and Burbank and Glendale City Lines 3 in downtown Glendale; the earliest incarnation of this line was a combination of PE feeder bus line 2, which began operation 11/23, and feeder bus line 3, which began operation 6/30 (the PE feeder lines became Glendale City Lines 1/41) 2/63: Realigned in Burbank Highlands, restoring route eliminated when converted from GCL to RTD, then realigned to Highland Ave. in Glendale five months later 5/67: Realigned in downtown Burbank (San Fernando Blvd. closed for six downtown blocks to construct pedestrian-oriented Golden Mall) 2/69: Realigned in downtown Glendale via Adams and California Sts. 6/80: Extended to replace 163 on Magnolia Blvd. 12/80: Replaced by 183 on Magnolia Blvd. and between downtown Burbank and downtown Glendale and by 201 on Glenoaks Blvd.
(21)	Culver City - Hollywood - Lockheed Air Terminal	6/26: Hollywood to Los Angeles Airport line (Studio Stage Lines), later acquired by Original Stage Lines (previous service between Universal City and Hollywood operated sporadically from 1920 to 1924 by various operators) 1949: Cutback at Culver City 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Extended to Lockheed Air Terminal via 24 route 11/62: Merged with 22, realigned through Magnolia Park via Burbank Blvd. 10/63: Realigned in downtown Burbank 3/64: Replaced by 81H/81V on Hollywood Way (The remaining service continued operation until 6/76, when it was merged into new Line 877; today's Metro Line 220 is the descendant of Line 877.)
(22)	Hollywood - Burbank	8/37: Alternate route of 23 10/49: Extended via former Burbank City Lines 2 route on Glenoaks Blvd. 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Merged with 23 and replaced on Glenoaks Blvd. by 12GM 11/62: Portion replaced by 86, remaining service merged into 21
(22)	Atwater St. - E. Colorado Blvd.	12/62: Replacement for Glendale City Lines 1 in Atwater and Glendale City Lines 3 in Palmer Park; the earliest incarnation of this line was PE feeder bus line 1, which began operation 12/21 and was extended to Burbank 6/30 (the PE feeder lines became Glendale City Lines 1/41) 12/80: Replaced by 183 in Glendale and by 201 in Atwater Village
(23)	Hollywood - Burbank	1/24: "Hollywood-Burbank Auto Line" 1/26: Sold to John & Clarence Auld (then operated by bankruptcy receiver effective 9/27) 2/28: Transferred to Original Stage Lines 8/37: Alternate route created as 22 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Merged into 22
(23)	Griffith Park - Los Angeles Zoo	12/66: Replaced Griffith Park portion of 31, realigned to new Zoo entrance from Griffith Park Golf Course, service operated midday and afternoon weekends only 7/74: Weekday midday service added 9/75: Weekday service extended to late afternoon 4/76: Weekday service extended to match weekend operating hours 12/80: Replaced by 97
(24)	Hollywood - Union Air Terminal	4/41: Began operation 8/54: Acquired by Metropolitan Coach Lines and numbered 8/55: Merged into 21
(24G)	Los Angeles - San Fernando (via Glenoaks Blvd.)	4/58: Replaced 12G and 12H, Hollywood Way routing eliminated 6/66: Realigned in San Fernando to accommodate pedestrian-oriented mall 7/66: Realigned in downtown Los Angeles (bi-directional on Spring St.) 5/67: Realigned in downtown Burbank (San Fernando Blvd. closed for six downtown blocks to construct pedestrian-oriented Golden Mall) 6/73: Northbound service in downtown Los Angeles realigned via Main St. - Broadway 4/76: Replaced by 162 on Glenoaks Blvd., remaining service merged with 24L and renumbered 24
(24L)	Los Angeles - San Fernando	4/58: Renumbered from 12L 12/58: Two daily trips extended via Hubbard Ave. - 1st St. to industrial area in Sylmar (approved as a 90 day "trial project" and made permanent 2/59) 11/62: Realigned to Lockheed Air Terminal as replacement for 24S 6/66: Realigned in San Fernando to accommodate pedestrian-oriented mall 7/66: Realigned in downtown Los Angeles (bi-directional on Spring St.) 5/67: Realigned in downtown Burbank (San Fernando Blvd. closed for six downtown blocks to construct pedestrian-oriented Golden Mall) 6/73: Northbound service in downtown Los Angeles realigned via Main St. - Broadway 4/76: Renumbered 24
(24S)	Los Angeles - San Fernando (via Lockheed Air Terminal)	4/58: Renumbered from 12S 11/62: Replaced by 24L
(24)	Los Angeles - San Fernando	4/76: Renumbered from 24L, extended to Olive View Hospital (replacing northern portion of 167 and previous "industrial area" service) 7/77: Realigned in downtown Burbank from Cypress Ave. to San Jose Ave. 9/78: Extended from Olive View Medical Center to Sylmar Juvenile Hall, route realigned at Olive View Hospital (service onto the old hospital grounds eliminated, new two-way loop established to serve new hospital location) 10/83: "Great Renumbering" (to 94)
(28)	Subway - Santa Monica Blvd. San Fernando Valley	12/11: Rail line to Van Nuys 12/12: Extended to Owensmouth (Canoga Park) 3/13: Branch to San Fernando created 6/38: Service to Canoga Park replaced by 83, service to San Fernando replaced by 84 10/43: Numbered 12/52: Converted to bus operation as 91
(29)	Los Angeles - Glendale - Burbank	4/04: Rail line to Glendale (Los Angeles Interurban, transferred to PE in 1908) 9/11: Extended to Burbank 10/43: Numbered 6/55: Converted to bus operation as 75B
(31)	Vermont Ave. - Observatory - Los Feliz - L.A. Zoo	4/58: Renumbered from 86 1/61: Rowena St. school service discontinued 6/61: Realigned at northern end as part of Griffith Park Traffic Improvement Plan; Griffith Park and Greek Theatre/Observatory branch trips separated 3/64: Replaced eastern portion of 81H/81V, Griffith Park service made branch route operating from Vermont Ave./Sunset Blvd., 31Y branch route replaced non-duplicated portion of 45 12/66: Griffith Park branch replaced by 23 3/68: Extended via Allen Ave., replacing portion of 108 4/76: Greek Theatre/Observatory branch replaced by extension of 95, remaining service renumbered 436
(31Y)	Yosemite Dr.	3/64: Replaced non-duplicated portion of 45 10/68: Extended to Pasadena via Lake Ave. spur of 31 12/72: Renumbered 31A
(31A)	Eagle Rock Shuttle	12/72: Renumbered from 31Y and converted to weekend loop route 4/76: Renumbered 436A
(35)	West Valley Freeway Flyer	8/58: Peak-hour express between Reseda and downtown Los Angeles 4/60: Boarding restrictions added (in Valley, board only eastbound/discharge only westbound; in downtown Los Angeles, board only northbound/discharge only southbound) 11/62: Split into 35H/35V branches and extended to all-day operation
(35H)	West Valley Freeway Flyer (via Hatteras St.)	11/62: Split of 35; extended to Woodland Hills via Ventura Blvd. and realigned via "Hatteras maze" portion of 81H 1/63: Eastbound boarding restrictions changed (board only to Ventura Blvd./Balboa Blvd. -- these passengers could discharge east of that point -- then additional boardings only for discharge at freeway stops or downtown Los Angeles; an additional restriction prevented passengers travelling between the Hollywood Freeway stops) 6/63: Renumbered 35 as 35V branch canceled
(35V)	West Valley Freeway Flyer (via Vanowen St.)	11/62: Split of 35; extended to Canoga Park via Vanowen St. 1/63: Eastbound boarding restrictions changed (board only to Ventura Blvd./Balboa Blvd.-- these passengers could discharge east of that point -- then additional boardings only for discharge at freeway stops or downtown Los Angeles; an additional restriction prevented passengers travelling between the Hollywood Freeway stops) 6/63: Canceled
(35)	West Valley Freeway Flyer	6/63: Renumbered from 35H, "Hatteras maze" routing eliminated, midday service added 11/68: Weekend and reverse-direction service added 3/75: Extended to Northridge (replacing 74 on Reseda Blvd.), Ventura Blvd. route extended to Lankershim Blvd. (replacing 793); boarding restrictions eliminated, except for freeway stops and downtown (Northridge service briefly operated into a residential area a few blocks north of Devonshire St., but the turnaround loop was modified by 6/75 to use Lassen St. - Wilbur Ave. - Devonshire St.) 2/77: Loop through California State University Northridge modified to use signalized intersections 12/77: Boarding restrictions reestablished eastbound only 12/79: Boarding restrictions eliminated again, except for freeway stops and downtown Los Angeles 9/81: Limited-stop 425 established 1/82: Realigned via Hill St. in downtown Los Angeles 10/83: "Great Renumbering" (to 424)
(39A)	Los Angeles - Glendale - Burbank (via Allesandro St.)	11/58: Renumbered from 75A 12/80: Replaced 162 on Glenoaks Blvd. 10/83: "Great Renumbering" (to 93)
(39G)	Los Angeles - Glendale - Burbank (via Glendale Blvd.)	11/58: Renumbered from 75B 12/80: Replaced 162 on Glenoaks Blvd. 10/83: "Great Renumbering" (to 92)
(39F)	Los Angeles - Glendale Freeway Flyer	4/70: Express version of 39A/39G, no boarding restrictions 6/78: Renumbered 39X
(39X)	Los Angeles - Glendale Express	6/78: Renumbered from 39F 12/80: Renumbered 410
(45)	Eagle Rock	9/25: Began operation as Yosemite Dr. - Colorado Blvd. line (route completely realigned 1/26) 3/32: Extended to Glendale city limits via Colorado Blvd. (then minor terminal realignment 10/37) 10/34: Numbered 3/64: Non-duplicated portion of 31 replaced by 31Y, remaining service canceled
(56)	Los Angeles - Glendale - Montrose - Verdugo City - La Cañada - Tujunga - Sunland	1920: Began operation (acquired by PE in 1930 with Motor Transit Stages, which had been the third operator of this line; rail service on the alignment was operated by Glendale & Eagle Rock Railway, later Glendale & Montrose, from 1910 until 1930. A branch route to Montrose and La Cañada was established in 1928 and was cutback to a shuttle line between those two communities and the main line 1/31) 11/31: Montrose - La Cañada shuttle canceled; realigned via Canada Blvd. between Montrose and Glendale 7/34: La Crescenta Ave. branch realigned to Honolulu Ave.; Verdugo City branch established, operating to downtown Glendale via Broadway 1/40: Verdugo City branch extended to La Cañada using previous shuttle routing 3/42: Rush hour through service to Los Angeles on La Cañada route added 8/47: Verdugo City - La Cañada branch realigned via Ocean View Blvd. 10/43: Numbered 7/48: "Limited" (only three stops in Glendale, board only northbound/discharge only southbound at limited stops) trips added in peak-hour, inbound to Los Angeles mornings, outbound to Sunland afternoons 12/49: Honolulu Ave. branch realigned via Montrose Ave. - Florencita Dr. - Ocean View Blvd. on westbound trips 12/53: Montrose Ave. - Pennsylvania Ave. branch designated 56P, Verdugo City - La Cañada branch designated 56V (although the branch designators began appearing on timetables at this time, they were not formalized until 5/56) 11/57: Renumbered 56L; late night/early morning 56A branch created
(56A)	Los Angeles - Sunland via Montrose - La Crescenta	11/57: Combination of 56L and 56P routing (alternate route for late night/early morning trips only) 12/63: Replaced by conversion of late night/early morning service to 56L/56P trips
(56L)	Los Angeles - Sunland via Honolulu Ave.	11/57: Renumbered from 56 1/61: Boarding restrictions established on "Limited" trips south of Montrose (board only southbound/discharge only northbound) 12/63: "Limited" trips replaced by 56F 9/64: Off-street terminal in Sunland replaced with turnaround loop via Sunland Blvd. - Fenwick St. 12/64: Turnaround loop modified to operate near previous terminal on Sherman Grove Ave. 4/67: Realigned via previous 56A route during pedestrian shopping mall construction 12/67: Original route restored (although consideration was given to leaving alignment unchanged and renumbering to 56A) 6/81: Renumbered 91
(56P)	Los Angeles - Sunland via Pennsylvania Ave.	12/53: Branch designator of 56 1/61: Boarding restrictions established on "Limited" trips south of Montrose (board only southbound/discharge only northbound) 12/63: "Limited" trips replaced by 56F 9/64: Off-street terminal in Sunland replaced with turnaround loop via Sunland Blvd. - Fenwick St. 12/64: Turnaround loop modified to operate near previous terminal on Sherman Grove Ave. 6/81: Renumbered 90
(56V)	Glendale - Verdugo City - La Cañada	12/53: Branch designator of 56 12/63: Renumbered 19
(56F)	Los Angeles - Sunland Flyer	12/63: Replaced 56L/56P "Limited" trips; boarding restrictions removed other than on freeway segment 9/64: Off-street terminal in Sunland replaced with turnaround loop via Sunland Blvd. - Fenwick St. 12/64: Turnaround loop modified to operate near previous terminal on Sherman Grove Ave. 8/77: Restructured as 56XL/56XP
(56XL)	Los Angeles - Sunland Express via La Crescenta Ave.	8/77: Restructured from 56F 4/78: Realigned via using Glendale Freeway (SR-2) between La Crescenta and Glendale 11/78: Realigned via Pasadena (SR-110), Golden State (I-5) and Glendale (SR-2) Freeways 6/81: Renumbered 407
(56XP)	Los Angeles - Sunland Express via Pennsylvania Ave.	8/77: Restructured from 56F 4/78: Realigned via using Glendale Freeway (SR-2) between La Crescenta and Glendale 11/78: Realigned via Pasadena (SR-110), Golden State (I-5) and Glendale (SR-2) Freeways 6/81: Renumbered 406
(61)	Verdugo Rd.	12/26: Began operation 10/34: Numbered 6/56: Replaced by branch route of 5
(65)	Silverlake - Riverside Dr.	4/58: Renumbered from 87 9/68: Realigned via Ave. 26 in Lincoln Heights 12/80: Replaced by 97 and 201
(74S)	Van Nuys - San Fernando (via Sepulveda Blvd.)	4/58: Renumbered from 84 11/62: Renumbered 19
(74V)	Van Nuys - San Fernando (via Vanowen St.)	4/58: Renumbered from 85 1/62: Supplemental school route deviation established via Sepulveda Blvd. - Rinaldi St. - Laurel Canyon Blvd. 11/62: Renumbered 74
(74)	North Hollywood -Van Nuys - San Fernando	11/62: Renumbered from 74V, extended to North Hollywood via Vanowen St. - Vineland Ave., (replacing 88 on Vanowen), all service realigned via previous school route and Haskell Ave. in Mission Hills, interlined with 16 2/63: Loop through San Fernando Valley State College (now California State University Northridge) established via Nordhoff St. - Etiwanda Ave. - Dearborn Ave. during school hours 3/66: San Fernando Valley State College loop modified to operate on Darby Ave. (then returned to the original alignment three months later) 9/67: San Fernando Valley State College loop realigned to use new dedicated bus lane on Etiwanda Ave. using Vicennes St. - Darby Ave. - Prairie St. 6/66: Realigned in San Fernando to accommodate pedestrian-oriented mall (a previous minor realignment took place 9/64) 3/75: Replaced by 35 on Reseda Blvd., by 155 in Mission Hills and San Fernando, and by 165 on Vanowen St.
(75A)	Los Angeles - Glendale - Burbank (via Allesandro St.)	6/55: Replaced 87 on Glendale Blvd. and Allesandro St. as "alternate route" of 75B (and never designated as 75A on timetable cover) 8/57: Realigned from Hollywood Freeway to Temple St. (with boarding restrictions on Temple St.) 6/58: Realigned to Bellevue Ave. in Elysian Park, replacing 35 shuttle that had been created to ferry passengers across the freeway 11/58: Split from 75S/75V and renumbered 39A
(75B)	Los Angeles - Glendale - Burbank	6/55: Converted from 29 rail operation, throughlined with 75V on Venice Blvd. and 75S on Olympic Blvd. & San Vicente Blvd.; alternate route established as 75A on Glendale Blvd. and Allesandro St. 8/57: Renumbered 75G
(75G)	Los Angeles - Glendale - Burbank (via Glendale Blvd.)	8/57: Renumbered from 75B (but still designated as 75B on timetable cover) 6/58: Realigned to Bellevue Ave. in Elysian Park (with boarding restrictions on Temple St.), replacing 35 shuttle that had been created to ferry passengers across the freeway 11/58: Split from 75S/75V and renumbered 39G
(81)	Ventura Blvd.	1/23: Began operation; this was the longest PE bus line at the time, operating from Hollywood to Girard (Woodland Hills). Minor realignments in Hollywood took place in 1924, 1929, and 1930, mainly to service Hollywood Blvd., the Hollywood Stage Depot and the Hollywood Union Bus Depot. 7/32: Extended to Northridge via Reseda Blvd., replacing service to Girard 6/38: Cutback to operate only between Universal City and Tarzana 10/43: Numbered 5/47: Re-extended to Hollywood; Woodland Hills and Northridge branches reinstated 7/50: Cutback at Tarzana (turnaround loop via Burbank Blvd. - Yolanda Ave. established 4/51) 7/53: Realigned in Hollywood 11/54: Encino Park routing ("Hatteras maze") added via Burbank Blvd. - Lindley Ave. - Hatteras St. - Zelzah Ave. - Balcom Ave. - Hatteras St. - Encino Ave. - Hatteras St. - Louise Ave. 12/56: 81H/81V branch designators created
(81H)	Hollywood - Ventura Blvd. (via Hatteras St.)	12/56: Branch designator of 81 11/59: Extended to Woodland Hills on trial basis 3/60: Trial extension discontinued 6/60: Extended to Pasadena, replacing 17 11/62: Extended to Woodland Hills 3/64: Replaced by 31 between Hollywood and Pasadena, replaced 21 on Hollywood Way 5/66: "Hatteras maze" realigned from Louise Ave. to Balboa Blvd. via Burbank Blvd. 5/67: Realigned in downtown Burbank (San Fernando Blvd. closed for six downtown blocks to construct pedestrian-oriented Golden Mall) 6/70: Extended (Monday through Saturday only) to Chatsworth, replacing 131, realigned via Winnetka Ave. - Vanowen St. to serve Pierce College 9/74: Sunday service added west of Reseda Blvd. 3/75: Replaced by 151 on Topanga Canyon Blvd., by 153 on Winnetka Ave., by 154 in Encino ("Hatteras maze"), and by 165 on Vanowen St.; remaining service merged with 81V and renumbered 81
(81V)	Hollywood - Ventura Blvd.	12/56: Branch designator of 81 6/60: Extended to Pasadena, replacing 17 11/62: Extended to Reseda and Canoga Park 6/63: Realigned to duplicate 81H to Woodland Hills; western portion on Vanowen St. between Topanga Canyon Blvd. and Platt Ave. replaced by 86 3/64: Replaced by 31 between Hollywood and Pasadena, replaced 21 on Hollywood Way 5/67: Realigned in downtown Burbank (San Fernando Blvd. closed for six downtown blocks to construct pedestrian-oriented Golden Mall) 3/75: Merged with 81H and renumbered 81
(81)	Ventura Blvd. - Chatsworth - Hollywood - Burbank	3/75: Renumbered from 81H/81V, terminal moved to Hollywood-Burbank Airport from downtown Burbank 1/77: Extended to Calabasas 6/80: Replaced by 212 on Hollywood Way 12/81: Renumbered 150
(82)	Lankershim Blvd. - North Hollywood	10/30: Began operation between Universal City and North Hollywood, then via Burbank Blvd. - Tujunga Ave. - Vanowen St. - Laurel Canyon Blvd. - Victory Blvd. loop route (had previously operated between Universal City and San Fernando Rd. 7/24-5/25) 10/31: Extended to Hollywood; North Hollywood loop shortened (Burbank Blvd. - Tujunga Ave. segment eliminated) 8/32: Realigned in Hollywood (deviation to Union Bus Terminal eliminated) 12/35: North Hollywood loop realigned via Whitsett Ave. (additional loop realignments at North Hollywood were made 10/47, 4/48, and 8/50) 6/38: Cutback to operate only between Universal City and North Hollywood 1/43: Rush hour service extended to Sherman Way, loop via Victory Blvd. - Vanowen St. eliminated 10/43: Numbered 5/47: Victory Blvd. - Vanowen St. loop reinstated, Sherman Way extension eliminated 5/49: Replaced by 88S/88V
(83)	Van Nuys - Canoga Park	6/38: Replacement for 28 rail service on Sherman Way 7/43: Cutback to end in loop via Van Nuys Blvd. - Vanowen St. - Sepulveda Blvd. 8/46: Extended to Van Nuys Central Business District 10/43: Numbered 5/49: Renumbered 90
(84)	Van Nuys - San Fernando	6/38: Replacement for 28 rail service to San Fernando via Van Nuys Blvd. - Parthenia St. - Sepulveda Blvd. - Brand Blvd. 1/43: Extended on Sepulveda Blvd. to Vanowen St. 7/43: Cutback to end in loop via Vanowen St. - Van Nuys Blvd. - Sherman Way 10/43: Numbered 8/56: Realigned in San Fernando (San Fernando depot closed); subsequent minor realignments in downtown San Fernando took place, post-renumbering, in 1964 and 1966 4/58: Renumbered 74S
(85)	Sherman Oaks - Van Nuys - Birmingham Army Hospital - U.S. Metropolitan Airport	2/44: Began operation; included special service to Woodley Ave. aircraft plants (operated at plant shift change times only) 5/44: Woodley Ave. service discontinued 11/54: Replaced by 90 on Van Nuys Blvd. 8/56: Extended to Northridge, Granada Hills and San Fernando (official route was via Nordhoff St. - Zelzah Ave. - Chatsworth St. - Balboa Blvd. - San Fernando Mission Blvd., but the line was "temporarily" routed via Reseda Blvd. - Devonshire Blvd. "until Zelzah is paved"; the route remained on the "temporary alignment" for nearly 20 years, until 155 was created) 4/58: Renumbered 74V
(85)	Cypress Ave. - Verdugo Rd.	1/83: Renumbered from 7A, extended to Glendale College 12/89: Interlined with 27/28 12/06: Replaced by 685 on Verdugo Rd. and Eagle Rock Blvd.; remaining service combined with 84
(86)	Vermont Ave. - Los Feliz Blvd.	12/23: Began operation (Los Angeles Motor Bus Co., renamed Los Angeles Motor Coach 11/27) 8/24: Combined with Griffith Park line (acquired from the City of Los Angeles 1/24) 10/25: Cutback from downtown Los Angeles to Melrose Ave. 7/31: Branch route to Greek Theatre and Observatory established (operated only when events scheduled) 7/32: Riverside Dr. branch route established to replace portion of Silver Lake Blvd. - Riverside Dr. route 4/33: Original Riverside Dr. branch route discontinued, extended via Allesandro St. - Riverside Dr. to Lincoln Heights 10/34: Numbered 7/43: Replaced by 87 between Silver Lake and Lincoln Heights, Rowena Ave. route segment operated as school service only 5/49: Acquired by Los Angeles Transit Lines 4/58: Renumbered 31
(86)	Los Angeles - North Hollywood - Van Nuys via Riverside Dr.	8/47: Began operation 8/48: Extended to General Motors plant in Van Nuys 2/49: Extended to Panorama City (approved at same time as 8/48 extension but not implemented at that time) 1/53: Realigned in Panorama City via Chase St. - Woodman Ave. - Osborne St. 8/55: Replaced 13 and portion of 19 serving St. Joseph's Hospital, realigned via Laurel Canyon Blvd. - Victory Blvd. in North Hollywood (former route replaced by 20) 4/57: Extended to Pacoima, original route to Nordhoff St./Van Nuys Blvd. kept as shortline route 8/58: Realigned past Griffith Park via Golden State Freeway (I-5) 4/59: Extended to Hill/Olympic in downtown Los Angeles, realigned in Burbank when Golden State Freeway extended north 6/60: Turnaround loop in Pacoima established to replace old terminal on vacant property 11/62: Replaced by 93V between Van Nuys and Pacoima, realigned in Burbank to replace parts of 19 and 22, realigned to service downtown Burbank, peak-hour "freeway flyer" express 86F and branch route 87 created 6/63: Replaced 93A on Sherman Way and far western portion of 81V in Canoga Park 2/64: Loop around Topanga Plaza added 6/64: Two trips per day (one AM, one PM) deviated to Litton/Rocketdyne plant via Vanowen St. - Owensmouth Ave. - Victory Blvd. (these remained on the schedule as "alternate route" trips until the grid restructuring 3/75) 10/64: Extended in downtown Burbank via Alameda Ave.-San Fernando Rd. 7/65: Realigned via Flower St. in downtown Los Angeles (Bunker Hill construction) 5/67: Realigned in downtown Burbank (San Fernando Blvd. closed for six downtown blocks to construct pedestrian-oriented Golden Mall) 3/75: Extended to West Hills Hospital; replaced on Vanowen St. by 165 4/76: Replaced by 163 on Sherman Way 12/81: Late night shortline turnaround loop in North Hollywood realigned 10/83: "Great Renumbering" (to 96)
(86F)	Los Angeles - North Hollywood Van Nuys - Reseda Freeway Flyer	11/62: Express version of 86 using freeway between North Hollywood and downtown Los Angeles (board only southbound/no restrictions northbound) 7/66: Extended to Reseda 3/75: Extended to Canoga Park when 86 extended to West Hills Hospital 4/76: Cutback to Van Nuys as 163 replaced 86, boarding restrictions eliminated 10/77: Renumbered 86X
(86X)	Los Angeles - North Hollywood - Van Nuys Express	10/77: Renumbered from 86F 6/82: Renumbered 412
(87)	Silver Lake Blvd. - Hyperion Ave. - Talmadge Ave.	7/32: Began operation (Los Angeles Motor Coach) 10/34: Numbered 7/43: Replaced on Hyperion Ave. by 80, replaced 86 between Silver Lake and Lincoln Heights 5/49: Acquired by Los Angeles Transit Lines 6/55: Replaced by 75A on Glendale Blvd. and Allesandro St. (by agreement with Metropolitan Coach Lines to take over that route segment as part of the conversion of 29 from bus to rail) and realigned via Fletcher Dr. to Riverside Dr. 4/58: Renumbered 65
(87)	North Hollywood - Studio City - Sherman Oaks	7/48: Began operation 8/55: Cutback at Studio City (route to/from Sherman Oaks routing operated school trips only), replaced 88S between North Hollywood and Sun Valley 4/62: Replaced by 90
(87)	Los Angeles - North Hollywood - Van Nuys via Victory Blvd.	11/62: Replaced 14 on Burbank Blvd. - Victory Blvd. 6/63: Replaced by 14 (restoring the previous routing of that line)
(87)	Studio City - Hollywood Bowl Flyer	7/67: Experimental freeway flyer line between Sportsmen's Lodge and Hollywood Bowl (operated 7/4/67-7/27/67)
(88S)	North Hollywood (to Saticoy St.)	5/49: Replaced 82 on Lankershim Blvd., extended to Saticoy St./Tujunga Ave. 8/55: Replaced by 87
(88V)	North Hollywood (to Vanowen St.)	4/49: Replaced 82 loop route with extension to Van Nuys via Vanowen St. 8/55: Renumbered 88
(88)	North Hollywood - Van Nuys	8/55: Renumbered from 88V 11/62: Replaced by 74
(88)	Universal Studios - Busch Gardens Express	6/66: Summer express line between downtown Los Angeles, Hollywood, Universal Studios and Busch Gardens in Van Nuys (experimental line operated during Busch Gardens' inaugural year, 6/19-9/18/66)
(88)	San Diego Freeway Flyer	5/67: Began operation, Monday through Saturday only 11/68: Extended via I-405 to Culver City and via Sepulveda Blvd. to LAX (board only northbound/discharge only southbound on extension) 12/69 (?): I-405 segment extended to Westchester 8/73: Boarding restriction prohibiting local operation in Westchester eliminated 1/76: Sunday service added 5/76: Realigned to operate through Fox Hills Mall 6/76: Loop through LAX discontinued and south terminal moved to 88th St./Vicksburg Ave. (a total of 13 RTD lines were removed from the terminal loop inside LAX; new Line 206 minibus replaced the removed route segment, was renumbered 608 in the "Great Renumbering" 10/83, and was replaced by LAX' s own shuttle service from the new LAX City Bus Center 7/84) 1/77: Extended to Lake View Terrace, replacing 157 on Van Nuys Blvd. 9/80: Westwood terminal relocated to Federal Building 11/81: Night service extended to Imperial Terminal 7/82: Off-freeway stop added at Mulholland Dr. park-ride lot 10/83: "Great Renumbering" (to 560)
(90)	Van Nuys - Canoga Park (1949-1962) San Fernando - Studio City - Van Nuys - Granada Hills (1962-1975)	5/49: Renumbered from 83 11/54: Replaced 85 on Van Nuys Blvd. 9/60: Sherman Oaks terminal relocated north of Ventura Blvd. 4/62: Replaced 87 on Laurel Canyon and Lankershim Blvds. (a modified route, primarily via Riverside Dr., replaced the "school days only" 87 routing between Sherman Oaks and Studio City, operating all day) 11/62: Replaced by 16 on Lankershim Blvd. and by 93A on Sherman Way; replaced 14 on Laurel Canyon Blvd., extended on Van Nuys Blvd. to Panorama City and to Granada Hills, primarily via Plummer and Devonshire Sts. 6/63: Replaced 19 between San Fernando and Van Nuys, 84 on Sepulveda Blvd. and 88 on Van Nuys Blvd., replaced by 16 in North Hollywood, Granada Hills extension discontinued (partially replaced by 93) 6/66: Realigned in San Fernando to accommodate pedestrian-oriented mall 3/75: Replaced by 157 on Sepulveda and Van Nuys Blvds., by 162 on Riverside Dr., by 164 on Victory Blvd., and by 160 on Laurel Canyon Blvd.
90	Foothill Blvd. - Pennsylvania Ave. - Glendale Ave.	6/81: Renumbered from 56P, extended in downtown Los Angeles to Hill St./Venice Blvd. 4/89: Interlined 169 weekend shortline to Burbank Airport added; late night service shortlined at Glendale Ave./San Fernando Rd. 7/90: Extended to Sylmar on weekdays, shortline turnaround loop and terminal realigned to 169 routing, downtown Los Angeles terminal returned to original 11th St./Main St. location 4/91: Shortline turnaround loop realigned to old routing 6/03: Saturday route extended to Sylmar 6/06: Realigned in downtown Los Angeles to Hill St. due to closure of Spring St. contraflow lane 6/07: Replaced by 290 between Sunland and Sylmar (Saturday service interlined)
(91)	Los Angeles - North Hollywood - Van Nuys via Sunset Blvd.	10/50: Replacement for 28 rail service 12/52: Express version created as 93 9/54: Duplicated 93 route segment discontinued, remaining service extended west via Hollywood and Santa Monica Blvds. to Century City and via Sunset Blvd. to Beverly Hills (There are two modern-day descendants of Line 91. Today's Metro Line 217 is the direct descendant of Line 91W, operating on Hollywood Blvd.; it was renumbered 6/81 to Line 1, and interlined Line 217 assumed the entire Hollywood Blvd. service 6/99. Line 2 is the descendant of Line 91S, operating on Sunset Blvd.; it was restructured 6/81, with the 91S service becoming Lines 2 and 3 to Beverly Hills and Line 3 continuing from there on the original 91S alignment until its cancellation 6/03.)
91	Foothill Blvd. - La Crescenta Ave. - Glendale Ave.	6/81: Renumbered from 56L, extended in downtown Los Angeles to Hill St./Venice Blvd. 4/89: Interlined 169 weekend shortline to Burbank Airport added; late night service shortlined at Glendale Ave./San Fernando Rd. 7/90: Extended to Sylmar on weekdays, shortline turnaround loop and terminal realigned to 169 routing, downtown Los Angeles terminal returned to original 11th St./Main St. location 4/91: Shortline turnaround loop realigned to old routing 6/06: Realigned in downtown Los Angeles to Hill St. due to closure of Spring St. contraflow lane 6/07: Replaced by 290 between Sunland and Sylmar
(92)	Los Angeles - Lockheed Air Terminal Employee Service	1945-46: Service between Lockheed Air Terminal and Olympic/Doheny
92	Los Angeles - Glendale - Burbank - [San Fernando] via Glendale Blvd.	10/83: "Great Renumbering" (from 39G), extended to San Fernando 11/86: Northbound service realigned to Broadway (Hill St. made one-way southbound) 12/87: Realigned in downtown Los Angeles via Spring St. southbound and Main St. northbound 2/94: North terminal relocated to Sylmar/San Fernando Metrolink Station 6/94: Reroute in downtown Burbank 12/02: Shortline terminal relocated to Burbank Metrolink Station 6/03: Merged with 93 6/06: Route cutback in downtown Los Angeles to Main/11th 6/07: Replaced by 292 between Burbank and Sylmar/San Fernando Metrolink Station
(93)	Los Angeles - Lockheed Air Terminal Employee Service	1945-46: Service between Lockheed Air Terminal and Olympic/Fairfax
(93)	Los Angeles - North Hollywood - Van Nuys via Hollywood	12/52: Express version of 91, operating on Hollywood Freeway between Hollywood and downtown Los Angeles 9/54: "Limited" version (eventually designated 93L) established, bypassing Hollywood during weekday peak-hours 11/56: Experimental weekday peak-hour park-ride flyer between Hollywood Bowl and downtown Los Angeles implemented (canceled 5/57) 4/60: Weekday peak-hour 93F "freeway flyer" express created 11/62: 93A branch created, remaining service numbered 93V
(93L)	Los Angeles - North Hollywood - Van Nuys Limited	9/54: Weekday peak-hour "limited" version of 93, using Hollywood Freeway between downtown Los Angeles and Universal City (shown as "Ltd" on timetables until 7/76) 3/75: Boarding restrictions added preventing travel between Hollywood Freeway stops 11/77: Renumbered 93XU
(93A)	Los Angeles - Van Nuys - Canoga Park	11/62: Replaced 90 on Sherman Way 6/63: Replaced by 86
(93V)	Los Angeles - Van Nuys - Pacoima	11/62: Renumbered from 93, replaced 86 between Van Nuys and Panorama City and extended to Lake View Terrace, alternate Sunday route established to Sepulveda Veterans Hospital via Plummer St. (because 90 only ran Monday through Saturday) 6/63: Renumbered 93 as 93A replaced by 86
(93)	Los Angeles - Van Nuys - Pacoima	6/63: Renumbered from 93V; alternate route to Sepulveda Veterans Hospital operated seven days a week (replacing 90)