維基百科

使用者:31cc/沙盒/Bx12（紐約市巴士）

< User:31cc | 沙盒
bx12
bx12
福德漢姆路-佩勒姆公園路
Fordham Road−Pelham Parkway
207街跨城線
207th Street Crosstown Line
Bx12 SBS上使用的2018 Nova LFSA（5469）和BX12上使用的 2011 Nova LFS（8001）在佩勒姆灣公園車站。
概覽
所屬系統MTA區域巴士營運
營運者紐約市公共運輸局
發車站Gun Hill Depot
Kingsbridge Depot（僅限夏天的Bx12）
使用車輛Nova Bus LFS articulated
Nova Bus LFS
Nova Bus LFS HEV
New Flyer Xcelsior XD40（補充服務）
出租者Bx12 SBS： 特選巴士服務
路線資訊
區域紐約市布朗克斯與曼哈頓
社區服務Inwood, University Heights, Fordham, Belmont, Allerton, Morris Park, Pelham Gardens, Pelham Bay, Baychester, Co-op City
地標服務Fordham Plaza, Fordham University, New York Botanical Garden, Bronx Zoo, Pelham Bay Park, Bay Plaza Shopping Center, Orchard Beach
起站Inwood – Broadway / 207th Street (full route)
University Heights – Sedgwick Avenue (daytime local)
途經207th Street, Fordham Road, Pelham Parkway
訖站Pelham Bay Park (daytime local)
Orchard Beach (summertime local)
Baychester – Edson Avenue (late night)
Bay Plaza Shopping Center (full route)[note 1][1]
行駛距離8.2英里（13.2公里）[2]
服務日期24小時（Bx12 本地服務）[note 1][note 2][1][3]
每年贊助5,900,063 (2023)[4]
時間表Bx12 Bx12 SBS

Bx12是紐約市的一條公交線路，沿曼哈頓和布朗克斯內的207街跨城線（又稱福特漢姆路-207街跨城線[5]或福特漢姆路跨城線[6]）運行。該線路沿曼哈頓上城的207街以及布朗克斯連續的福特漢姆路和佩勒姆公園路運行。

該線路於20世紀初開始運營，當時是曼哈頓英伍德和布朗克斯貝爾蒙特之間的一條有軌電車線路。[5][7]1948年，這條有軌電車線路被改造成一條巴士線路，由紐約市交通運輸管理局下屬的曼哈頓和布朗克斯地面交通運營局 (MaBSTOA) 運營。在整個 20 世紀末，幾條獨立的公交線路合併成了Bx12。2008年，Bx12 Limited（Bx12限站服務） 更名為Bx12 SBS，成為該市第一條投入運營的巴士快速交通系統線路。Bx12和Bx12 SBS每周工作日的乘客量均超過45000人/次。到2023年，總乘客量將達到5,900,063人/次，成為全市第四繁忙的線路，僅次於B6、Q58和M15。[4]這條線路經常被列為改建為輕軌的候選線路。

線路說明和服務

目前的巴士服務

 
一輛使用2010年Nova Bus LFS鉸接式客車（1206）的Bx12往英伍德方向行駛

Bx12 線路從曼哈頓因伍德穿越城鎮前往布朗克斯東北部的各個地區。該線路向東的起點是位於百老匯和西 207 街的因伍德-207 街地鐵站(A 線) 。然後，Bx12繞行伊沙姆街和謝爾曼大道，重新回到西 207 街，繼續穿過大學高地大橋進入大學高地。路線沿福特漢姆路穿過福特漢姆中心、福特漢姆廣場和貝爾蒙特，直到布朗克斯公園的布朗克斯動物園和紐約植物園附近的佩勒姆公園路。然後，線路沿著佩勒姆公園路的主幹道延伸至佩勒姆灣，在那裡線路有些迂迴。該線路從佩勒姆公園路轉入伯爾大道，在佩勒姆灣公園地鐵站停靠。從這裡開始，不以這裡為終點站的 Bx12 線路會調頭，加入新英格蘭高速公路，前往海灣廣場，或沿海岸路向東行駛，前往奧查德海灘。

Bx12從曼哈頓的英伍德橫穿至布朗克斯東北部的多個地區。該線路向東開始於百老匯和西207街交匯處的英伍德-207街車站。然後經艾沙姆街和謝爾曼大道繞行，重新回到西207街，繼續穿過大學高地橋進入大學高地。線路沿福特漢姆路行駛，經過福特漢姆中心、福特漢姆廣場和貝爾蒙特，直到布朗克斯公園的布朗克斯動物園和紐約植物園附近的佩勒姆公園路。接著，線路沿佩勒姆公園路的主幹道行駛至佩勒姆灣，在這裡走一段相對迂迴的路線。線路從佩勒姆公園道轉入伯爾大道，在佩勒姆灣公園車站停靠。從這裡，不以這裡為終點站的Bx12服務會掉頭並駛入新英格蘭快速路前往海灣廣場，或沿海濱路向東駛向果園海灘（Orchard Beach）。[1][3][8]

在佩勒姆海灣公園站，曼哈頓方向的巴士沿阿門多拉巷南行線停靠。這種設置要求西行班次在駛入佩勒姆公園路之前，必須在海濱路上掉頭。[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 與<6> 線). 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

主條目：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公里） 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] （英語）. 
  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]. （原始內容存檔於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]. （原始內容存檔於June 27, 2022）. 
  7. ^ The Real Estate Field (PDF). The New York Times. October 27, 1914 [September 2, 2009]. （原始內容存檔 (PDF)於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]. （原始內容存檔於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]. （原始內容存檔於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]. （原始內容存檔於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]. （原始內容存檔 (PDF)於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]. （原始內容存檔於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]. （原始內容存檔 (PDF)於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]. （原始內容存檔於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] –透過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]. （原始內容存檔 (PDF)於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]. （原始內容存檔 (PDF)於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] –透過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]. （原始內容存檔 (PDF)於June 27, 2022） –透過Fultonhistory.com. 
  21. ^ Board Holds Up Pelham Franchise (PDF). The New York Times. April 5, 1909 [March 6, 2016]. （原始內容存檔 (PDF)於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]. （原始內容存檔 (PDF)於June 27, 2022） –透過Fultonhistory.com. 
  23. ^ Union Trolley Extension. (PDF). The New York Times. July 24, 1910 [March 6, 2016]. （原始內容存檔 (PDF)於June 27, 2022）. 
  24. ^ 24.0 24.1 University Heights Bridge (PDF). Historic American Engineering Record. [March 6, 2016]. （原始內容存檔 (PDF)於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]. （原始內容存檔 (PDF)於June 27, 2022） –透過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]. （原始內容存檔 (PDF)於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]. （原始內容存檔 (PDF)於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]. （原始內容存檔 (PDF)於June 27, 2022）. 
  29. ^ Trolley for the Dyckman (PDF). The Sun (New York). Fultonhistory.com. December 24, 1916: 11 [March 6, 2016]. （原始內容存檔 (PDF)於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]. （原始內容存檔於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]. （原始內容存檔於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]. （原始內容存檔於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]. （原始內容存檔於March 10, 2016）. 
  37. ^ 2 Boroughs' Buses Get New Numbers. The New York Times. June 20, 1974: 9 [October 2, 2016]. ISSN 0362-4331. （原始內容存檔於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]. （原始內容存檔於June 27, 2022）. 
  40. ^ Winiarski, Kathryn. Residents of City Island protest bus plan. The Herald Statesman. 1990-03-12: 2 [2021-01-22]. （原始內容存檔於June 27, 2022）. 
  41. ^ Perlow, Maris. City Island. Daily News. 1990-06-01: 238 [2021-01-22]. （原始內容存檔於June 27, 2022）. 
  42. ^ New York's Enchanted Island. Daily News. 1991-07-19: 49 [2021-01-22]. （原始內容存檔於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]. （原始內容存檔於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]. （原始內容存檔於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]. （原始內容 (PDF)存檔於May 12, 2005）. 
  49. ^ Map of BRT ideas in New York City. [July 1, 2008]. （原始內容存檔於June 16, 2011）. 
  50. ^ MTA Planning – NYC Select Bus Service. mta.info. Metropolitan Transportation Authority. [July 1, 2008]. （原始內容存檔於November 17, 2013）. 
  51. ^ Bus Ridership: MTA New York City Transit. mta.info. Metropolitan Transportation Authority. （原始內容存檔於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]. （原始內容存檔於March 6, 2016）. 
KML文件 (編輯 • 幫助)
  • 錯誤：KML文件未找到，請檢查|from=
Template:Attached KML/Bx12 (New York City bus)
KML is not from Wikidata
 
維基共享資源上的相關多媒體資源：31cc/沙盒/Bx12（紐約市巴士）

Template:Select Bus Service Template:Bronx bus routes

取自「https://zh.wikipedia.org/w/index.php?title=User:31cc/沙盒/Bx12（纽约市巴士）&oldid=83633096」