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User:31cc/沙盒

< User:31cc
  1. User:31cc/沙盒/SBS
  2. Q3（纽约市巴士）
  3. User:31cc/沙盒/Q17
  4. Q111、Q113和Q114巴士
  5. S79（纽约市巴士）
  6. U:31cc/沙盒/Bx12(纽约市巴士
  7. u:31cc/沙盒/flsmainstlirrsta
  8. u:31cc/沙盒/ptwash

M1-M4

M1、 M2、M3和M4是四条本地巴士线路，沿着曼哈頓两条单行道第五大道和麥迪遜大道运行。虽然这些线路也沿着其他主要大道行驶，但是大部分路线都是沿着格林尼治村和哈莱姆的第五大道和麦迪逊大道行驶。

m1, m2, m3, m4
m1, m2, m4
第五大道与麦迪逊大道线
 
一辆使用2021 Nova Bus LFS HEV (9741)的乔治堡方向M3行驶至公园大道南与东23街车站，摄于2023年12月。
概覽
所属系统MTA区域公共汽车运营
營運公司纽约市公共运输局
所屬車廠Mother Clara Hale车库（M1）
曼哈顿维尔车库（M2、M3、M4）
使用車輛New Flyer Xcelsior XDE40
Nova Bus LFS HEV（除M1外）
Orion VII NG HEV（除M1外）
开行日1832 (有轨电车服务）
1886（巴士服务）
1966（现有线路）
线路信息
區域美国纽约曼哈顿
起點站M1：苏豪区 – 格兰街

M2-M3：东村 – 阿斯托广场

M4：中城 – 第五大道—第32街
途經麦迪逊大道（北行)

第五大道（南行）

110街（M2、M3、M4）
終點站M1：哈莱姆 – 147街

M2: 华盛顿高地 – 168街
M3：乔治堡 – 193街

M4：崔恩堡公园 – 修道院博物馆
线路长度M1 SB: 7.6英里（12.2公里）[1]
M2 SB: 9.3英里（15.0公里）[2]
M3 SB: 10.6英里（17.1公里）[3]
M4 SB: 9.8英里（15.8公里）[4]
运营日期24 hours (M2)
4:50 AM- 12:50 AM (M1)
5:40 AM-12:00 AM (M3)
5:35 AM-11:20 PM (M4)
旅客平均日发送量2,324,726 (M1, 2023)
2,095,581 (M2, 2023)
2,926,679(M3, 2023)
3,508,095 (M4, 2023)[5]
轉乘是
時間表M1 M2 M3 M4
相关路線
其他线路Q32 (Midtown – Jackson Heights via Roosevelt Avenue)
M98 3rd/Lexington Avs/Washington Heights
M101 3rd/Lexington/Amsterdam Avs/125th St
M102 3rd/Lexington/Lenox Avs
M103 3rd/Lexington Avs/Bowery
← B110 (Brooklyn)  {{{system_nav}}}  M5 →

这些线路是纽约和哈莱姆铁路公司的第四大道和麦迪逊大道线路的继承者，该铁路线于1832年开始运营，世界上第一条街道铁路。

描述

M1、M2、M3 和 M4 线路均往返于曼哈頓中城或曼哈顿下城与曼哈顿上城之间，而Q32线路则从中城出发，沿第五大道和麦迪逊大道向北行驶，然后向东穿过昆斯博羅橋到达皇后区杰克逊高地。M4的终点站和始发站都在东32街上，而Q32的起点站是紐約賓夕法尼亞車站，北行班次从西32街出发，在东32街汇入麦迪逊大道；南行班次在西37街离开第五大道。因此，从第34街到第110街，所有四条线路都位于第五大道和麦迪逊大道上。

M1

M1线路从SoHo的中央街和格兰街交叉口开始。沿着中心街和拉法叶街继续前行，然后到达第四大道的联合广场，第四大道在东14街与东17街更名为联合广场东。经过联合广场东后更名为公园大道南。在东25街从公园大道南拐出一个街区，然后立即右转进入麦迪逊大道。M1沿麦迪逊大道一直行驶到东135街，在那里再次左转一个街区，然后立即右转进入第五大道（此时成为双行道）。M1沿第五大道行驶至西139街，左转一个街区后右转进入马尔科姆·X林荫路，终点站位于第148街。M1向南行驶的路线相同，但在第139街和第8街之间完全在第五大道上行驶（除了在第124街的馬庫斯·加維公園附近有短暂的偏离），然后从第8街到格兰街在百老匯大道上行驶。[6]

在工作日，每隔一班的南行车次会在东村结束，使用第八街在第五大道和第四大道之间行驶。周末所有车次均往返格兰街。

M1在工作日高峰时段提供高峰方向限站服务，往返于格兰德街，在第8街和第110街之间限站停靠。在限站服务运行期间，本地班次往返于第8街；其他时间均为本地班次。[6]

M2

M2与M1沿相同路线向北行驶，直至东110街，然后转向西。它绕过艾灵顿公爵圆环，沿中央公園北行驶至亚当·克莱顿·鲍威尔林荫路，然后右转。M2沿第七大道行驶至西155街，在该处左转，然后右转进入厄齐康大道。M2沿厄齐康大道行驶至西165街，终点站是西168街和奥杜邦大道。它沿相同的路线向南行驶，只是使用第五大道而不是麦迪逊大道。

M2 也有限站停靠的变体，在110街以南限站停靠，白天不提供本地服务。其他时间则只提供本地服务。

 
A 2019 XD60 (6233) on the East Village-bound M2, used as a demonstration for a driver-ticketing pilot program

M3

M3沿着与M2相同的路线行驶，但会继续向西经过亚当·克莱顿·鲍威尔林荫路，沿西110街到达曼哈顿大道。它沿着曼哈顿大道行驶，后变成了圣尼古拉斯大道。在第190街，北行的M3向东拐弯，然后沿阿姆斯特丹大道继续向北行驶，终点站位于圣尼古拉斯大道和西192街。南行巴士从圣尼古拉斯大道和西192街开始，沿圣尼古拉斯大道、曼哈顿大道、中央公园北和第五大道行驶。在深夜，M3的终点站是圣尼古拉斯大道和西 125 街。[7]M3没有限站停靠变体。

 
A 2010 Orion VII NG HEV (4691) on the East Village-bound M3 in June 2024

M4

M4的起点是曼哈顿中城东32街和第五大道的交叉口。左转进入麦迪逊大道，沿M3的相同路线行驶，但会继续向西经过曼哈顿大道，沿西110街，然后是教堂公园道，到达百老汇大道。向北转入百老汇大道，沿百老汇大道行驶至西165街。在第165街，左转，然后立即右转进入华盛顿堡大道。继续沿华盛顿堡大道行驶，到达特赖恩堡公园入口。当克罗斯特博物馆开放时，M4沿玛格丽特·科尔宾大道继续向北行驶，到达博物馆入口。

在工作日高峰时段（早上在下城，晚上在上城）提供高峰方向限站服务，在第157街以南提供限站服务，同时也在第110街提供本地服务。其他时间则提供本地服务。[8]

 
A 2021 Nova Bus LFS HEV (9867) on the Cloisters Museum-bound M4 in June 2024

历史

 
A 1998 Nova Bus RTS-06 (9607) on the M4 passing by the 125th Street station served by the 1 and now-discontinued 9 trains

第四大道和麦迪逊大道线

纽约和哈莱姆铁路是曼哈顿的第一条铁路，1930年代从纽约市政厅向北沿中央街、布鲁姆街（北行列车后来移至格兰街）、包厘街、第四大道和公园大道通往哈莱姆区，1852年沿公园街向西南延伸至百老汇。1870 年，沿第42街和麦迪逊大道开通了一条支线，直达第73街，纽约和哈莱姆铁路开始在这条线路上运营有轨电车；后来又延伸至哈莱姆区。1936年3月，麦迪逊大道巴士公司用巴士取代了有轨电车。纽约市公共汽车公司于1951年接管运营，并于1956年更名为第五大道公共汽车公司；后由曼哈顿及布朗克斯地面运输运营局于 1962 年接管运营。

取代莱辛顿大道和莱诺克斯大道线路的公交车停运后，麦迪逊大道公交车沿第139街向西延伸，并沿莱诺克斯大道向北延伸至第147街。当麦迪逊大道成为北向单行线后，南向交通转移到第五大道，取代了第五大道长途汽车公司的原有线路。1886年1月23日，第五大道运输公司（后来的第五大道长途汽车公司）开始在第五大道的第11街和第59街之间运营。[9][10] 1900 年，该公司获准向北延伸至第 135 街，并在其他街道上运营，包括第 110 街和河滨路至第 124 街。[11]

1925年7月1日，第五大道长途汽车公司（FACCo）获得许可，并于7月9日开始运营15路和16路。[12] 15路（现为Q32）从麦迪逊广场公园的第五大道和第25街开始，沿第五大道向北行驶，向东经第57街到达皇后博罗大桥，沿皇后大道、罗斯福大道和第25街（现为第82街）到达皇后区杰克逊高地的北方林荫大道。16路（埃尔姆赫斯特跨镇线）于1974年7月1日更名为 Q89，[13][14] 以罗斯福大道和第82街为起点，经巴克斯特大道和百老汇到达埃尔姆赫斯特的皇后大道。

甚至在第五大道公司开始运营客车之前，纽约和哈莱姆铁路公司已经在第四大道和麦迪逊大道线路上运营马车，后来改为無軌電車，主要在大中央车站—42街以下的第四大道和42街以上的麦迪逊大道上运行。纽约铁路公司下属的麦迪逊大道长途汽车公司，于1935年2月1日开始运营替代巴士。线路进行了几项调整：取代了包厘街（Bowery），采用了通过中央街和拉法叶街的更短线路，并且有一个变体线路在麦迪逊大道上向南行驶至26街，在阿斯托尔广场处短转。[15] 作为纽约市公交公司系统（NYCO，亦为纽约铁路公司的子公司）的一部分，这两条线路分别被编号为1路（经过公园大道）和2路（经过麦迪逊大道短转）。[16]

Extensions and combinations

On July 17, 1960, Lexington Avenue and Third Avenue became a one-way pair. The NYCO's 4, which had traveled along Lexington Avenue, 116th Street, and Lenox Avenue to northern Harlem, was discontinued. To cover this travel pattern, the 1 was extended west on 135th Street and north on Lenox Avenue, and the 2 was realigned to turn west on 116th Street and north on Lenox Avenue.[17] The path of the 1 and 2 south of Union Square was changed on November 10, 1963, to use Broadway rather than Fourth Avenue and Lafayette Street, due to Lafayette Street becoming one-way northbound and Broadway becoming one-way southbound.[18] On that same day, the southern terminus for FACCo's 2 and 3 was moved to 8th Street and Fourth Avenue,[19] after terminating the prior two months at 8th Street between Fifth Avenue and University Place following a ban on all bus traffic through their prior terminus of Washington Square imposed by the city on September 2, 1963.[20] As part of the new pattern, the 2 and 3 turned at Fourth Avenue onto Wanamaker Place and then onto Fifth Avenue.

Fifth and Madison Avenues became one-way streets on January 14, 1966, and the four FACCo routes on Fifth Avenue past Central Park and the two NYCO routes on Madison Avenue were combined into four routes on both avenues. In particular, the following changes were made:[21][22]

  • The NYCO's 1 and FACCo's 1 were combined. The northbound route of the new 1 followed the old NYCO 1 along Park Avenue, 39th Street, Madison Avenue, 135th Street, and Lenox Avenue, and the southbound route used Lenox Avenue and 135th to join the old FACCo 1 at Fifth Avenue. Buses left the old FACCo route at 40th Street, heading south on the old NYCO route on Park Avenue and Broadway.
  • The NYCO's 2 and FACCo's 2 (since extended to 168th Street via Edgecombe Avenue) were combined. Again, the southbound route generally followed the FACCo's 2, and the northbound route was the NYCO's 2. North of 110th Street, the combined route had two variants, watching the two divergent routes. One, designated by MaBSTOA as the Seventh Avenue branch (and numbered 2A), followed the FACCo's 2 along 110th Street and Seventh Avenue, continuing along Seventh and Edgecombe Avenues to 168th Street, while the other (designated the Lenox Avenue branch) used 116th Street and Lenox Avenue to 147th Street (NYCO's 2). FACCo's 2 was renamed 2A from 1966 to 1974, while NYCO's 2 had its route south of 116th Street moved to Third Avenue northbound and Lexington Avenue southbound, and its route number changed to 101A, on March 2, 1969 (renumbered M102 on July 1, 1974).[23]
  • The FACCo's 3 (since extended to Fort George via St. Nicholas Avenue), 4 (since extended to Fort Tryon Park via Fort Washington Avenue, and ending at Penn Station in the south), and 15 were essentially moved northbound from Fifth Avenue to Madison Avenue south of 110th Street. Where it made a difference, the NYCO's 2 was more closely followed.

The 1 and 4 routes (later the M1 and M4, respectively) were among the first routes to get limited-stop service, in 1973.[24]

Recent changes

 
Marked bus lane for the M1 and discontinued M6 at the old South Ferry-bound stop on Broadway, before 2010 budget cuts

Limited-stop service on the M2 began between 110th Street and 8th Street on October 14, 1991, replacing local service between 7 a.m. and 7 p.m.[25] In September 1995, limited-stop service was implemented on Saturdays between 10 a.m. and 6 p.m. In January 2000, the MTA Board announced plans to implement limited-stop M2 service on Sundays between 10 a.m. and 6 p.m. due to continued increases in weekend ridership. The change was to take effect in spring 2000, and was expected to reduce costs by $25,000 a year.[26] On May 21, 2000, this change took effect. On the same day, Sunday M3 service began starting 17 minutes earlier.[27]

 
A 2006 Orion VII OG HEV (6755) on the 32nd Street-bound M4 in Midtown along 34th Street in February 2011

In March 2000, plans were announced to reroute the M4 to run via the same route in both directions between West 159th Street and West 165th Street. Buses would run via Broadway, West 165th Street, and Fort Washington Avenue. At the time, northbound buses ran via Broadway and West 168th Street before turning north onto Fort Washington Avenue, while southbound buses ran via Fort Washington Avenue before turning south onto Broadway. The change would be made to eliminate the M4's asymmetric route and reroute it from a congested block of West 168th Street.[28] In May 2000, the MTA announced plans to revise the terminal loop for the M2 and M18 bus routes and relocate their terminal from West 167th Street between Audubon Avenue and St. Nicholas Avenue to the northern side of West 168th Street between Audubon Avenue and St. Nicholas Avenue. The M2 made a circuitous route to reach the 168th Street subway station, including a u-turn from northbound St. Nicholas Avenue to southbound Broadway, and the M18 misses the subway station. The M18 bus route missed the terminal loop of the M2 would be revised to run along Audubon Avenue, West 168th Street, and Broadway instead of Audubon Avenue, West 167th Street, St. Nicholas Avenue, West 168th Street, and Broadway. The M18 bus terminal loop would be revised from consisting of Audubon Avenue, West 167th Street, and St. Nicholas Avenue to consisting of Audubon Avenue, West 168th Street, Broadway, West 166th Street, and St. Nicholas Avenue. The revised changes would eliminate the u-turn and, by having southbound M18 buses share a stop with the M2 and M3 at Broadway and West 168th Street, could potentially equalize boarding on those routes. The change was expected to be implemented in mid-2000.[29] On July 2, 2000, the changes in M2, M4, and M18 bus service took effect.[27]

 
A 2006 Orion VII OG HEV (6724) on the East Village-bound M2 Limited at 57th Street/5th Avenue in August 2018

Plans were announced in April 2002 to reroute northbound evening and late night M2 service off of Wanamaker Place, University Place, and East 14th Street and onto Fourth Avenue, which was the route used by M2 during the rest of the day. The change was made so M2 service would not be split between two corridors overnight, to simplify M2 service, reduce travel times by three to five minutes, and consolidate late night M1 and M2 service.[30] The service change took effect on June 30, 2002.[31]

 
A 2006 Orion VII OG HEV (6743) on the East Village-bound M1 traveling along Fifth Avenue near Central Park.

On June 25, 2010, as a result of service cuts, MTA no longer operated weekend M1 service into Midtown, instead terminating at 106th Street. After numerous requests to rescind some of the 2010 service cuts, the MTA restored the M1 to 8th Street on the weekends on January 6, 2013.[32] There was a proposal underway to re-extend this line back down to Worth Street in early 2017. In this proposal, every other bus would go to Worth Street via Bowery and Third Avenue, returning uptown via Centre Street and Lafayette Street.[33] The M1 was extended back down to Grand Street on September 3, 2017, though downtown buses run on Broadway. Service will eventually be re-extended to Worth Street, after which the downtown buses running below 8th Street will be rerouted onto Bowery.[33]

In April 2018, it was proposed to permanently truncate the M4's southern terminal to 41st Street. This was due to a street-widening along 32nd Street that would cause delays for M4 buses from terminating there, since that portion of the route was shared with the Q32, which continues northward from Penn Station to Jackson Heights, Queens. The change would occur in summer 2018.[34] To allow M4 riders to access Penn Station, and vice versa, free transfers would be available between Q32 and M4 buses going in the same direction.[35] However, the plan was then changed to have the M4 continue down to 32nd Street, where it would terminate midway between 5th and Madison Avenues, two blocks from Penn Station.[36] This was likely done to minimize the impact of the route changes because of the 32nd Street widening, while still maintaining the same connectivity with other routes, like the M34、 M34A SBS at 34th Street.

On June 30, 2024, the M2 stop on Audubon Ave at W 165th St was discontinued and was redirected to Amsterdam Avenue,[37] and the M3 stop terminal was relocated to St Nicholas Ave at W 192nd St. [38] The northbound M4 stop on E 32nd St at 5th Ave was relocated to Madison Ave at E 32nd St. The stop on E 32nd St at 5th Ave was changed to be a drop-off only stop.[39]

References

  1. ^ Google Inc. M1 (地图). Google Inc. May 8, 2017 [May 8, 2017]. 
  2. ^ Google Inc. M2 (地图). Google Inc. May 8, 2017 [May 8, 2017]. 
  3. ^ Google Inc. M3 (地图). Google Inc. May 8, 2017 [May 8, 2017]. 
  4. ^ Google Inc. M4 (地图). Google Inc. May 2, 2024 [May 2, 2024]. 
  5. ^ Subway and bus ridership for 2023. mta.info. April 29, 2024 [May 2, 2024]. 
  6. ^ 6.0 6.1 MTA Regional Bus Operations. M1 bus schedule. 
  7. ^ MTA Regional Bus Operations. M3 bus schedule. 
  8. ^ MTA Regional Bus Operations. M4 bus schedule. 
  9. ^ GSAPP Historic Preservation Studio 2005-2006. [December 20, 2008]. （原始内容存档于July 5, 2007）. 
  10. ^ Guide to the Fifth Avenue Coach Company Collection, 1895-1962 - Fifth Avenue Coach Company Collection. New York Historical Society. [December 20, 2008]. 
  11. ^ Can Extend Its Lines. Brooklyn Daily Eagle (Brooklyn, NY). August 2, 1900: 2. 
  12. ^ Listing of Routes Hit by Strike. The New York Times. March 5, 1962: 47. ; Buses Running. The New York Times. March 23, 1962: 21. 
  13. ^ 2 BOROUGHS' BUSES GET NEW NUMBERS. The New York Times. June 20, 1974 [October 2, 2016]. ISSN 0362-4331. 
  14. ^ 1975 Queens Bus Map. wardmaps.com. New York City Transit Authority. 1975 [February 18, 2016]. 
  15. ^ Swift Buses Oust Madison Trolleys. The New York Times. February 1, 1935: 23. 
  16. ^ nycsubway.org: Historical Maps. www.nycsubway.org. [2024-08-26]. 
  17. ^ One-Way Bus Schedules Given For Lexington and 3d Avenues. The New York Times. July 12, 1960: 37. 
  18. ^ City to Extend One-Way Traffic To 3 Manhattan Routes Sunday. The New York Times. November 5, 1963: 1. 
  19. ^ Stengren, Bernard. 'VILLAGE' TO GET MORE BUS RUNS; 15-an-Hour Scheduling on 5th Ave.-Houston St. Line Will Begin on Sunday. The New York Times. November 8, 1963: 33. 
  20. ^ Kaplan, Samuel. City to Close Washington Square to All Buses; New Routing to Bypass Park Beginning Monday — Traffic Around Square Will Go Counter-Clockwise. The New York Times. August 31, 1963: 1. 
  21. ^ Barnes Suggests Express Bus Runs. The New York Times: 1. January 17, 1966. 
  22. ^ One-Way Avenues Slow Bus Traffic. The New York Times. January 26, 1966: 32. 
  23. ^ "Manhattan and Bronx Surface Transit Operating Authority: The First Ten Years." Motor Coach Age, May 1972.
  24. ^ Buses on 3 Routes Will Be Expresses During Rush Hour. The New York Times. September 13, 1973 [July 17, 2018]. 
  25. ^ M2 & M101 Buses Are Pulling Out The Stops Limited-Stop Service Starts October 14th. New York Daily News. October 11, 1991 [August 17, 2018]. 
  26. ^ January 2000 NYC Transit Committee Agenda. New York City Transit Authority. January 18, 2000: 105, 106, 107-108. 
  27. ^ 27.0 27.1 Bus Service Notice. mta.info. Metropolitan Transportation Authority. August 3, 2000 [June 15, 2023]. （原始内容存档于August 16, 2000）. 
  28. ^ March 2000 NYC Transit Committee Agenda. New York City Transit. March 21, 2000: 91, 92, 93-94, 95, 96. 
  29. ^ May 2000 NYC Transit Committee Agenda. New York City Transit. May 16, 2000: 97, 98, 99-100, 101. 
  30. ^ April 2002 NYC Transit Committee Agenda. New York City Transit Authority. April 29, 2002: 89, 90, 91-92, 93. 
  31. ^ Bus Service Notice. mta.info. Metropolitan Transportation Authority. [June 15, 2023]. （原始内容存档于August 4, 2002）. 
  32. ^ MTA | Press Release | NYC Transit | MTA New York City Transit Implements Bus Service Enhancements for 2013. www.mta.info. [October 29, 2016]. 
  33. ^ 33.0 33.1 MTA to extend M1 bus route south to Worth St. October 25, 2016 [October 29, 2016]. 
  34. ^ New York City Transit and Bus Committee Meeting (PDF). Metropolitan Transportation Authority: 193–196. April 23, 2018 [April 20, 2018]. 
  35. ^ New York City Transit and Bus Committee Meeting (PDF). Metropolitan Transportation Authority: 9. May 21, 2018 [April 20, 2018]. 
  36. ^ Permanent M4 Route Change in Midtown. web.mta.info. Metropolitan Transportation Authority. July 15, 2018 [July 15, 2018] （英语）. 
  37. ^ M2 bus stop relocated. 
  38. ^ M3 bus terminal change. 
  39. ^ M4 bus stop relocated. 

Template:Manhattan bus routes Template:NYC streetcar transit

Bx12

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。
概覽
所属系统MTA区域巴士营运
營運公司纽约市公共运输局
所屬車廠Gun Hill Depot
Kingsbridge Depot（仅限夏天的Bx12）
使用車輛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
區域纽约市布朗克斯与曼哈顿
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
起點站Inwood – Broadway / 207th Street (full route)
University Heights – Sedgwick Avenue (daytime local)
途經207th Street, Fordham Road, Pelham Parkway
終點站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公里）[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]
時間表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統线路。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 線) 。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街車站。然后经艾沙姆街和谢尔曼大道绕行，重新回到西207街，继续穿过大學高地橋进入大学高地。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動物園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，在佩勒姆灣公園車站停靠。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 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）. 
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