维基百科

用户:31cc/沙盒/Bx12（纽约市巴士）

< User:31cc | 沙盒
bx12
bx12
福德汉姆路-佩勒姆公园路
Fordham Road−Pelham Parkway
207街跨城线
207th Street Crosstown Line
Bx12 SBS上使用的2018 Nova LFSA（5469）和BX12上使用的 2011 Nova LFS（8001）在佩勒姆湾公园车站。
概述
所属系统MTA区域巴士营运
运营商纽约市公共运输局
调度站Gun Hill Depot
Kingsbridge Depot（仅限夏天的Bx12）
使用车辆Nova Bus LFS articulated
Nova Bus LFS
Nova Bus LFS HEV
New Flyer Xcelsior XD40（补充服务）
出租者Bx12 SBS： 特选巴士服务
线路信息
区域纽约市布朗克斯与曼哈顿
社区服务Inwood, University Heights, Fordham, Belmont, Allerton, Morris Park, Pelham Gardens, Pelham Bay, Baychester, Co-op City
地标服务Fordham Plaza, Fordham University, New York Botanical Garden, Bronx Zoo, Pelham Bay Park, Bay Plaza Shopping Center, Orchard Beach
起点站Inwood – Broadway / 207th Street (full route)
University Heights – Sedgwick Avenue (daytime local)
途经207th Street, Fordham Road, Pelham Parkway
终点站Pelham Bay Park (daytime local)
Orchard Beach (summertime local)
Baychester – Edson Avenue (late night)
Bay Plaza Shopping Center (full route)[note 1][1]
线路长度8.2英里（13.2千米）[2]
运营日期24小时（Bx12 本地服务）[note 1][note 2][1][3]
票价补贴5,900,063 (2023)[4]
时刻表Bx12 Bx12 SBS

Bx12是纽约市的一条公交线路，沿曼哈顿和布朗克斯内的207街跨城线（又称福特汉姆路-207街跨城线[5]或福特汉姆路跨城线[6]）运行。该线路沿曼哈顿上城的207街以及布朗克斯连续的福特汉姆路和佩勒姆公园路运行。

该线路于20世纪初开始运营，当时是曼哈顿英伍德和布朗克斯贝尔蒙特之间的一条有轨电车线路。[5][7]1948年，这条有轨电车线路被改造成一条巴士线路，由纽约市交通运输管理局下属的曼哈顿和布朗克斯地面交通运营局 (MaBSTOA) 运营。在整个 20 世纪末，几条独立的公交线路合并成了Bx12。2008年，Bx12 Limited（Bx12限站服务） 更名为Bx12 SBS，成为该市第一条投入运营的巴士快速交通系统线路。Bx12和Bx12 SBS每周工作日的乘客量均超过45000人/次。到2023年，总乘客量将达到5,900,063人/次，成为全市第四繁忙的线路，仅次于B6、Q58和M15。[4]这条线路经常被列为改建为轻轨的候选线路。

线路说明和服务

目前的巴士服务

 
一辆使用2010年Nova Bus LFS铰接式客车（1206）的Bx12往英伍德方向行驶

Bx12 线路从曼哈顿因伍德穿越城镇前往布朗克斯东北部的各个地区。该线路向东的起点是位于百老汇和西 207 街的因伍德-207 街地铁站(A 线) 。然后，Bx12绕行伊沙姆街和谢尔曼大道，重新回到西 207 街，继续穿过大学高地大桥进入大学高地。路线沿福特汉姆路穿过福特汉姆中心、福特汉姆广场和贝尔蒙特，直到布朗克斯公园的布朗克斯动物园和纽约植物园附近的佩勒姆公园路。然后，线路沿着佩勒姆公园路的主干道延伸至佩勒姆湾，在那里线路有些迂回。该线路从佩勒姆公园路转入伯尔大道，在佩勒姆湾公园地铁站停靠。从这里开始，不以这里为终点站的 Bx12 线路会调头，加入新英格兰高速公路，前往海湾广场，或沿海岸路向东行驶，前往奥查德海滩。

Bx12从曼哈顿的英伍德横穿至布朗克斯东北部的多个地区。该线路向东开始于百老汇和西207街交汇处的英伍德-207街车站。然后经艾沙姆街和谢尔曼大道绕行，重新回到西207街，继续穿过大学高地桥进入大学高地。线路沿福特汉姆路行驶，经过福特汉姆中心、福特汉姆广场和贝尔蒙特，直到布朗克斯公园的布朗克斯动物园和纽约植物园附近的佩勒姆公园路。接着，线路沿佩勒姆公园路的主干道行驶至佩勒姆湾，在这里走一段相对迂回的路线。线路从佩勒姆公园道转入伯尔大道，在佩勒姆湾公园车站停靠。从这里，不以这里为终点站的Bx12服务会掉头并驶入新英格兰快速路前往海湾广场，或沿海滨路向东驶向果园海滩（Orchard Beach）。[1][3][8]

在佩勒姆海湾公园站，曼哈顿方向的巴士沿阿门多拉巷南行线停靠。这种设置要求西行班次在驶入佩勒姆公园路之前，必须在海滨路上掉头。[9][10]

During the daytime and evening hours, local service runs between Sedgwick/Webb Avenue in University Heights and the Pelham Bay Park subway station (6 与<6> 线). Some local service also originates from Belmont Avenue and 182nd Street in Belmont during the afternoons on school days. Most service between Manhattan and Bay Plaza is served by Bx12 Select buses during that time, although some local buses continue to Bay Plaza. During the summer, Bx12 local buses are extended to Orchard Beach, with all weekend service operating to/from Inwood during the summer.[1][3][8]

During the overnight hours, all service runs local, serving the entire route with the exception of Bay Plaza. Buses instead terminate on Edson Avenue, in front of the Gun Hill Bus Depot, as the shopping center is closed during these times.[1][3]

Select Bus Service

主条目：Select Bus Service
 
A 2003 D60HF (5740) on the Bx12 SBS at Fordham Plaza

The Bx12 is New York City's first bus rapid transit service, marketed as Select Bus Service, which began on June 29, 2008. Selected as the Bronx corridor for the pilot project in 2004, the MTA, New York City Department of Transportation (NYCDOT) and the New York State Department of Transportation (NYSDOT) drew up plans to convert the Bx12's limited service to BRT. The route was selected for the project mainly because of its mostly straight crosstown route through the Bronx, intersecting with seven different subway lines and all Metro-North lines.}[11][3][12][13][14]

 
A bus shelter and fare machines at the Bx12 SBS stop, Pelham Parkway/White Plains Road

Buses are outfitted with special identification (including a special blue wrap and blue route signs) and traffic signal prioritization was enacted along the route, timing traffic signals in favor of the bus. When supplemental service is needed, the blue wrap may be absent. The NYCDOT also added dedicated bus lanes painted in maroon-red along Pelham Parkway and Fordham Road, with signs indicating that the lanes are bus-only from 7:00 am to 7:00 pm on weekdays, along with additional police enforcement. Off-board fare collection, via MetroCard fare machines and coin meters, allows passengers with proof of payment to board through any door. Bx12 Select Bus Service operates daily, from around 6am to 10pm weekdays, 7am-11pm weekends.[11][3][12][13][14]

Stops

 
The Bx12 route (in light blue), as of Summer 2012

Select Bus Service

History

Streetcar service

The Fordham Road/Pelham Parkway service began as a streetcar line operated by the Union Railway Company, a subsidiary of the Third Avenue Railway, and was the last Union Railway franchise to be constructed.[5][15] In February 1903, the company announced plans to construct a two-track line along Pelham Avenue (the former name of Fordham Road and Pelham Parkway) between Bronx Park and Pelham Bay Park, running through largely undeveloped land and parkland. Called the Pelham Avenue Line, its western terminus would be at Third Avenue in modern Fordham Plaza, at the Fordham station of the then-New York Central Railroad (now the Metro-North Railroad Harlem Line) and the entrance of what was then St. John's College (now Fordham University's Rose Hill campus). Its eastern end would be at the Pelham Bridge in Pelham Bay.[16][17]

By 1904, the line was running along Fordham Avenue and Pelham Avenue (today's Fordham Road) between Sedgwick Avenue in University Heights and Third Avenue in Fordham.[18] That year, the company released plans to extend the line west across the yet-to-be-constructed University Heights Bridge to Broadway and 207th Street in Inwood, Manhattan.[18][19] By fall 1908, after the opening of the bridge, the Union Railway petitioned for an extension west to Manhattan, and east to Pelham Bay Park.[20] By 1909, the planned eastern extension was truncated to Southern Boulevard, with both extension plans delayed due to deadlock in negotiations with the city.[21] In 1910, the company once again petitioned the New York City Board of Estimate and the New York State Public Service Commission for a western extension to Manhattan, and for an eastern extension from Southern Boulevard to the eastern edge of Bronx Park (at about Boston Road, White Plains Road, and Bronx Park East).[22][23] The Manhattan extension was finally granted in June 1910.[24][25] Service across the bridge to Inwood began on November 29, 1910.[24]

In late 1916, the railway petitioned for another extension along either Vermilyea Avenue or Nagle Avenue, and Dyckman Street west to the ferry terminal at the end of Dyckman Street, to connect with ferries to New Jersey and upstate New York, particularly the Palisades region and Palisades Interstate Park.[5][26][27][28] The franchise was granted in December of that year.[26][29] The extension was initially opposed since many streets in the area were narrow.[26] Later, the Union Railway sought to annul the franchise agreement, which was opposed by the local Dyckman (Inwood/Washington Heights) community due to growing business interests created by the line.[27][28] The extension was never implemented.[30]

Conversion to bus service

 
A 2003 New Flyer D60HF (5741) on the Bx12 SBS having just completed its trip to Orchard Beach in 2008. The Bx12 SBS no longer serves Orchard Beach, and all high-floor buses are retired.

Beginning in the 1920s, many streetcar lines in the Bronx, Manhattan, and the rest of the city began to be replaced by buses, particularly after the unification of the city's three primary transit companies in June 1940.[31][32][33] That year, the railroad company began relinquishing its trolley franchises with the city, to be replaced by buses operated by the subsidiary Surface Transportation Corporation.[15][34] The 207th Street Crosstown Line was replaced with the then-Bx19 bus service operating between Broadway-207th Street and Southern Boulevard on January 25, 1948, the same date as the motorization of the Bronx and Van Cortlandt Parks Crosstown Line (today's Bx9).[30] The route would be operated by Surface Transit until 1956, and by the New York City Omnibus Corporation (later under the brand Fifth Avenue Coach Lines) until the company's routes were taken over by the New York City Transit Authority through its subsidiary Manhattan and Bronx Surface Transit Operating Authority (MaBSTOA) in 1962 after a strike.[35]

As the years progressed, service was eventually consolidated from multiple routes, and was given a single label, the Bx12. The route saw extensions east to City Island, seasonal service to Orchard Beach, and a branch to the Bartow-Pell Mansion in the Pelham Bay Golf Course,[36] along with the introduction of limited-stop service on weekdays. The Orchard Beach branches were labeled Bx12A and Bx12B until July 1, 1974, when they were merged into the Bx12 designation.[37]

On April 21, 1989, the New York City Transit Authority presented two proposals to rationalize the eastern terminals of service on the Bx12 to the MTA Board for approval. The first proposal called for the discontinuation of the summer only Bx12 Golf Course Shuttle, which ran between Orchard Beach and Pelham Bay Golf Course between 8 a.m. and 6 p.m., since it was only used by an average of ten daily passengers. This change took effect in June 1989. The second proposal up for approval was the extension of Bx12 trips that terminated at the Pelham Bay Park subway station to the new Gun Hill Depot at Bartow Avenue and the New England Thruway when it opened in September 1989. This change was intended to rationalize service and establish a relief point for bus operators. While it increased net costs, it increased operating efficiencies.[38] In early 1990, the MTA proposed a dedicated route from City Island to Pelham Bay, the current Bx29.[39][40] The Bx12 continued to run to City Island through mid-1990,[41] but the bus routes were split by 1991.[42] The split service pattern remains in effect today, with some minor adjustments.[43]

In 1988, due to the reconstruction of the University Heights Bridge, the Bx12 began detouring 0.5英里（0.80千米） to cross into Manhattan via Bailey Avenue and the Broadway Bridge at 225th Street, as opposed to the direct path via 207th Street. The route was restored in September 1994 as the vehicle weight restriction on the bridge was removed.[44] In 1989, limited-stop service began on the Bx12, saving up to five minutes per trip. In January 1995, an additional limited stop was added at Jacobi Hospital, and the hours of limited-stop service were expanded from 6:57 – 8:39 a.m. and 4:55 – 6:41 p.m. to 6:30 – 9:30 a.m. and 4 – 6:30 p.m.. Extending the span of the limited-stop service to operate all day between 7 a.m. and 7 p.m. was considered, with a plan to revisit the idea if the increase in the span of limited-stop service was successful.[45] The span of the Bx12 was extended to operate all day between 6:30 a.m. and 7 p.m. on September 8, 1997.[46] Exactly one year later, on September 8, 1998, the Bx12 began stopping in the Bay Plaza Shopping Center.[47]

 
A 2010 Nova Bus LFS Articulated (1200) on the Bx12 SBS at Bartow Plaza

In 2004, the MTA in conjunction with the NYCDOT and NYSDOT, performed an initial study on bus rapid transit, with 80 corridors studied citywide. Five routes were prioritized, including the Bx12 route.[11][48][49][50] On June 29, 2008, the Bx12 Limited was converted into the Bx12 Select Bus Service.[11][12][13][14] Initially, during summer months Bx12 SBSs alternated between Bay Plaza and Orchard Beach. In 2009, Bx12 locals were extended to Orchard Beach during summer months, with all SBSs terminating at Bay Plaza. Summer local service to Inwood was also added at this time.[8] The total ridership in 2009 was 14,736,515, ranking the route third in ridership citywide and the busiest in the Bronx.[51] In March 2013, the high-floor articulated buses on the SBS route were replaced with low-floor articulated buses with three sets of doors to improve boarding and alighting of passengers.[52]

Notes

  1. ^ 1.0 1.1 Overnights, no service operates to Bay Plaza
  2. ^ Bx12 SBS does not operate overnights

References

  1. ^ 1.0 1.1 1.2 1.3 1.4 MTA Regional Bus Operations. Bx12 bus schedule. 
  2. ^ Bx12 WB. Google Maps. Feb 11, 2024 [2024-02-11] （英语）. 
  3. ^ 3.0 3.1 3.2 3.3 3.4 3.5 MTA Regional Bus Operations. Bx12 SBS bus schedule (PDF). 
  4. ^ 4.0 4.1 Subway and bus ridership for 2023. mta.info. April 29, 2024 [May 2, 2024]. 
  5. ^ 5.0 5.1 5.2 5.3 New Roads and Projects. Railway Review. 1918, 62: 489 [March 4, 2016]. （原始内容存档于June 27, 2022）. 
  6. ^ New York State Legislature. Report on the Traction Situation In New York City By The Public Service Commission for the First District In response to a concurrent resolution passed by both Houses of the Legislature of 1920, calling upon the Public Service Commissioner for the results of his investigation and information as to whether it is possible for the traction companies to give adequate service at the present rate of fare. 1920: 115 [March 5, 2016]. （原始内容存档于June 27, 2022）. 
  7. ^ The Real Estate Field (PDF). The New York Times. October 27, 1914 [September 2, 2009]. （原始内容存档 (PDF)于June 27, 2022）. 
  8. ^ 8.0 8.1 8.2 Bx12 Local to Orchard Beach Will Start from Inwood on Weekends. Metropolitan Transportation Authority. July 2, 2009 [March 4, 2016]. （原始内容存档于March 6, 2016）. 
  9. ^ MTA Bus Time: Bx12 Pelham Pkwy - Fordham Rd via Pelham Pkwy / Fordham Rd. mta.info. Metropolitan Transportation Authority. [March 6, 2016]. （原始内容存档于November 7, 2015）. 
  10. ^ MTA Bus Time: Bx12-SBS Pelham Pkwy - Fordham Rd Select Bus Service via Pelham Pkwy / Fordham Rd / Bay Plaza Shop Ctr. mta.info. Metropolitan Transportation Authority. [March 6, 2016]. （原始内容存档于November 7, 2015）. 
  11. ^ 11.0 11.1 11.2 11.3 Select Bus Service on the Bx12: A BRT Partnership Between the New York City DOT and MTA New York City Transit (PDF). Metropolitan Transportation Authority, New York City Department of Transportation. January 12, 2009 [March 4, 2016]. （原始内容存档 (PDF)于October 3, 2016）. 
  12. ^ 12.0 12.1 12.2 Neuman, William. Riders Will Pay Before Boarding, and Save Time, on Revamped Bus Route. The New York Times. June 29, 2008 [September 2, 2009]. （原始内容存档于September 25, 2020）. 
  13. ^ 13.0 13.1 13.2 Bx12 Select Bus Service One Year Report (PDF). Metropolitan Transportation Authority. October 2009 [January 8, 2016]. （原始内容存档 (PDF)于March 4, 2016）. 
  14. ^ 14.0 14.1 14.2 A Bronx Tale: Bus Rapid Transit in New York City. Metropolitan Transportation Authority, New York City Department of Transportation. [January 8, 2016]. （原始内容存档于March 4, 2016）. 
  15. ^ 15.0 15.1 Third Avenue Line Must Run Buses: Last Hearing on Contract Set for September 12. (PDF). The Sun (New York). July 26, 1940: 10 [March 6, 2016] –通过Fultonhistory.com. 
  16. ^ Bronx and Pelham Parks Will Be United by a New Trolley Line: Union Railway to Exercise Its Last Unused Franchise in the Construction of This Route-Consents of Property Owners Now Being Sought (PDF). New York Herald. Fultonhistory.com. February 8, 1903: 2 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022）. 
  17. ^ For New Trolley In The Bronx: Interurban Intends to Connect Bronx and Pelham Parks with Electric Line (PDF). New York Press (historical). Fultonhistory.com. February 9, 1903: 8 [March 6, 2016]. 
  18. ^ 18.0 18.1 Union Railway Plans To Enter Manhattan: Petitions for Franchises to Effect Thirteen Connections. (PDF). The New York Times. February 24, 1904 [December 24, 2015]. （原始内容存档 (PDF)于January 21, 2022）. 
  19. ^ Huckleberry Asks To Extend: Franchises for 13 New York Lines Applied For-Crossing Four Harlem River Bridges and Linking Upper Borough Surface Roads With Subway and Metropolitan Lines-Ready to Share Bridge Tracks (PDF). The New Rochelle Press. February 27, 1904: 7 [March 6, 2016] –通过Fultonhistory.com. 
  20. ^ Cars Across New Bridger: Third Avenue Line Allowed to Ask For Franchises (PDF). The Sun (New York). September 16, 1908: 13 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022） –通过Fultonhistory.com. 
  21. ^ Board Holds Up Pelham Franchise (PDF). The New York Times. April 5, 1909 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022）. 
  22. ^ Public Notices; City of New York; Board of Estimate and Apportionment (PDF). The Sun (New York). March 17, 1910: 12 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022） –通过Fultonhistory.com. 
  23. ^ Union Trolley Extension. (PDF). The New York Times. July 24, 1910 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022）. 
  24. ^ 24.0 24.1 University Heights Bridge (PDF). Historic American Engineering Record. [March 6, 2016]. （原始内容存档 (PDF)于September 10, 2016）. 
  25. ^ Moses, Charles Griffith. Possibilities of the Dyckman Section of Manhattan Island (PDF). New York Herald. July 24, 1910: 2 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022） –通过Fultonhistory.com. 
  26. ^ 26.0 26.1 26.2 Dyckman Against Trolley (PDF). The Sun (New York). Fultonhistory.com. October 15, 1916: 15 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022）. 
  27. ^ 27.0 27.1 Dyckman Trolley Fight: Upper City Interests Oppose Union Railway's Effort Not to Build Extension to Ferry (PDF). New York Evening Post. Fultonhistory.com. June 8, 1918: 11 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022）. 
  28. ^ 28.0 28.1 Want Dyckman Line: Washington Heights Protests Against Canceling Car Franchise (PDF). The New York Times. June 2, 1918 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022）. 
  29. ^ Trolley for the Dyckman (PDF). The Sun (New York). Fultonhistory.com. December 24, 1916: 11 [March 6, 2016]. （原始内容存档 (PDF)于June 27, 2022）. 
  30. ^ 30.0 30.1 Buses To Replace 2 Trolley Lines: The Bronx-Van Courtland Park and 207th St. Crosstown to Shift on Jan. 25 (PDF). The New York Times. January 8, 1948 [March 6, 2016]. （原始内容存档于June 27, 2022）. 
  31. ^ Sparberg, Andrew J. From a Nickel to a Token: The Journey from Board of Transportation to MTA. Fordham University Press. October 1, 2014: 111. ISBN 978-0-8232-6190-1. 
  32. ^ Seyfried, Vincent F. Story of the Long Island Electric Railway and the Jamaica Central Railways, 1894-1933. archive.org. F. E. Reifschneider. 1961 [December 20, 2015]. 
  33. ^ Trolley Cars Here On Way To Oblivion By Next Year's End: 700 New Buses to Assume Travel Burden on Lines in Manhattan and Bronx (PDF). The New York Times. September 15, 1945 [December 24, 2015]. （原始内容存档于June 27, 2022）. 
  34. ^ Record Bus Grant Signed By Mayor: Motor Transit Will Replace Street Cars on Routes in Manhattan and Bronx (PDF). The New York Times. November 10, 1940 [March 6, 2016]. （原始内容存档于June 27, 2022）. 
  35. ^ Kenneth T. Jackson; Lisa Keller; Nancy Flood. The Encyclopedia of New York City: Second Edition. Yale University Press. December 1, 2010. ISBN 978-0-300-18257-6. 
  36. ^ 1974 Bronx Bus Map. wardmaps.com. New York City Transit Authority. 1974 [March 3, 2016]. （原始内容存档于March 10, 2016）. 
  37. ^ 2 Boroughs' Buses Get New Numbers. The New York Times. June 20, 1974: 9 [October 2, 2016]. ISSN 0362-4331. （原始内容存档于August 1, 2017）. 
  38. ^ Transit Authority Committee Agenda Friday, April 21, 1989. New York City Transit Authority. April 21, 1989: J-9, J-10, J-11, J-12, J-13, J-14, J-15. 
  39. ^ Notice of Public Hearing. Daily News. 1990-02-05: 127 [2021-01-22]. （原始内容存档于June 27, 2022）. 
  40. ^ Winiarski, Kathryn. Residents of City Island protest bus plan. The Herald Statesman. 1990-03-12: 2 [2021-01-22]. （原始内容存档于June 27, 2022）. 
  41. ^ Perlow, Maris. City Island. Daily News. 1990-06-01: 238 [2021-01-22]. （原始内容存档于June 27, 2022）. 
  42. ^ New York's Enchanted Island. Daily News. 1991-07-19: 49 [2021-01-22]. （原始内容存档于June 27, 2022）. 
  43. ^ Bronx Bus Map (PDF). Metropolitan Transportation Authority. September 2017 [April 24, 2018]. 
  44. ^ NYC Transit Committee Agenda June 1994. New York City Transit. June 10, 1994: D.97, D.98, D.99, D.100. 
  45. ^ NYC Transit Committee Agenda September 1994. New York City Transit. September 16, 1994: D.62, D.63, D.64. 
  46. ^ Bus Service Notices. mta.nyc.ny.us. January 14, 1998 [February 3, 2019]. （原始内容存档于January 27, 1998）. 
  47. ^ Starting September 8th, the Bx12 bus will make stops inside the Bay Plaza Shopping Center. How's that for convenience?. New York Daily News. September 4, 1998 [August 17, 2018]. （原始内容存档于August 18, 2018）. 
  48. ^ Bus Rapid Transit: NYCBRT Study (PDF). Metropolitan Transportation Authority, New York City Department of Transportation, New York State Department of Transportation. 2004 [February 15, 2016]. （原始内容 (PDF)存档于May 12, 2005）. 
  49. ^ Map of BRT ideas in New York City. [July 1, 2008]. （原始内容存档于June 16, 2011）. 
  50. ^ MTA Planning – NYC Select Bus Service. mta.info. Metropolitan Transportation Authority. [July 1, 2008]. （原始内容存档于November 17, 2013）. 
  51. ^ Bus Ridership: MTA New York City Transit. mta.info. Metropolitan Transportation Authority. （原始内容存档于July 8, 2012）. 
  52. ^ MTA NYC Transit Introduces New Articulated Bus into SBS service; Three Doors – Less Waiting. mta.info. Metropolitan Transportation Authority. March 14, 2013 [March 4, 2016]. （原始内容存档于March 6, 2016）. 
KML文件 (编辑 • 帮助)
  • 错误：KML文件未找到，请检查|from=
Template:Attached KML/Bx12 (New York City bus)
KML is not from Wikidata
 
维基共享资源上的相关多媒体资源：31cc/沙盒/Bx12（纽约市巴士）

Template:Select Bus Service Template:Bronx bus routes

检索自“https://zh.wikipedia.org/w/index.php?title=User:31cc/沙盒/Bx12（纽约市巴士）&oldid=83633096”