1 (New York City Subway service)

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240th Street Yard
Started serviceOctober 27, 1904; 119 years ago (1904-10-27)
Route map

Down arrow  1 
Van Cortlandt Park–242nd Street
238th Street
231st Street
Marble Hill–225th Street
215th Street
207th Street
Dyckman Street
191st Street
181st Street
168th Street
157th Street
145th Street
137th Street–City College
125th Street
116th Street–Columbia University
Cathedral Parkway–110th Street
103rd Street
LowerLeft arrow "2" train late nights
96th Street
91st Street
closed
1959
86th Street
79th Street
72nd Street
66th Street–Lincoln Center
59th Street–Columbus Circle
50th Street
Up arrow  3 
Times Square–42nd Street
late
nights
34th Street–Penn Station
NJ Transit Amtrak
28th Street
23rd Street
18th Street
14th Street
Port Authority Trans-Hudson
Christopher Street–Sheridan Square
Houston Street
Canal Street
Franklin Street
UpperLeft arrow "2" train late nights
Chambers Street
WTC Cortlandt
Port Authority Trans-Hudson
Rector Street
Up arrow  1 
South Ferry
Staten Island Ferry
Legend

Lines used by the "1" train
Other services sharing
tracks with the "1" train
Unused lines, connections,
or service patterns
 1 
Termini of services

Cross-platform interchange

Platforms on different levels

Interchange with other modes

The 1 Broadway–Seventh Avenue Local[3] is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or "bullet", is colored red, since it uses the IRT Broadway–Seventh Avenue Line for its entire route.

The 1 operates at all times, making all stops between

South Ferry in Lower Manhattan
.

The modern 1 train has always run up to

Cortlandt Street
station until 2018.

Service history

Early service

Original R12 to R36 end rollsign

When the New York City Subway

On November 15, 1906, a petition with 20,000 signatures was sent to the Rapid Transit Commission to request the restoration of express service on the third track north of 96th Street. Residents of Inwood, Marble Hill, and Kingsbridge joined Washington Heights residents in requesting this service to speed their commutes.[7] After receiving that petition, on November 16, the Rapid Transit Commission ordered the Interborough Rapid Transit Company (IRT) to extend express service from 96th Street to 137th Street in three days.[8] Limited express service was inaugurated on November 19, 1906, operating daily, except Sundays and holidays, between 7:20 and 8:58 a.m. and 4:54 and 6:18 p.m. to and from 181st Street.[9] Only expresses starting and ending at Kingsbridge would run express in this section; expresses from 168th Street would make local stops in this section. The Kingsbridge express trains would have two red signal markers on the top of the front motor car and a red lantern carried on the front end of the train on the center of the car platform.[10] The previous schedule had local and express trains both running every four minutes south of Kingsbridge, while the new schedule had express trains running every eight minutes on the express track north of 96th Street, and local trains running every eight minutes. The number of local trains south of 96th Street did not change, with half of express trains becoming locals at this point. Waits at local stations north of 96th Street were ten minutes.[11] In December 1906, the IRT prepared plans to relieve overcrowding on the platforms at 96th Street and train congestion at the station. To reduce the significant number of people transferring between people taking Lenox Avenue Line locals and Broadway express trains, the IRT planned to have Broadway express trains pass through the station without stopping. This would force people wanting to take Lenox Avenue Line trains to do so further down the line without needing to transfer, allowing trains to move through 96th Street more quickly.[12]

In 1906, some of the local trains that started at 168th Street in the morning bypassed 157th Street without stopping.[13]

On January 23, 1911, ten-car express trains began running on the Lenox Avenue Line, and the following day, ten-car express trains were inaugurated on the West Side Line.[14]: 168 [15]

On June 3, 1917, the first portion of the Broadway–Seventh Avenue Line south of

Clark Street Tunnel to Brooklyn.[18]

On January 16, 1928, the New York State Transit Commission announced that it had reached an agreement with the IRT to increase service on its lines by 8,000,000 car miles a year; the greatest increase since 1922. As part of the changes, on January 30, all 242nd Street trains started running to New Lots Avenue. This change eliminated the splitting of trains at Brooklyn Museum, with the first half going to New Lots Avenue and the second half to Flatbush Avenue. In addition, the span of rush hour service on both Broadway–Seventh Avenue locals and expresses was increased.[19]

On January 25, 1931, the start time for southbound split train operation was changed from 1 p.m. to 9 a.m. passing Franklin Avenue in order to increase the frequency of service to Flatbush Avenue and New Lots Avenue from every sixteen minutes to every eight minutes.[20]

As of 1934, all express 1 trains were running from 242nd Street to New Lots Avenue weekdays and Saturdays during the day, alternating between New Lots and Flatbush Avenues evenings and Sunday afternoons, and were split at Brooklyn Museum on Sunday morning with the first half going to New Lots Avenue and the second half to Flatbush Avenue. All local 1 trains ran from 137th Street (extended to Dyckman Street during rush hours) to South Ferry days and evenings, and 242nd Street to either New Lots or Flatbush Avenues during late nights (from midnight to 5:30 a.m.).[21]

On September 5, 1937, the practice of splitting Sunday morning trains at Brooklyn Museum was discontinued, with the alternate trains going to New Lots Avenue or Flatbush Avenue. Trains were cut from being 10-car trains to 7-car trains.[21][22] On July 1, 1938, all evening and Sunday trains were rerouted to New Lots Avenue.[21] By 1945, all local 1 trains were cut back from Dyckman Street to 137th Street during peak periods.[23]

Beginning on May 10, 1946, all 1 trains in Brooklyn ran express during late nights, with service running every twelve minutes. Previously all 1 trains ran local from 12:30 to 5:30 am and they alternated between Flatbush and New Lots Avenues.[24][25] On December 20, 1946, all late night trains were routed to Flatbush Avenue, while Sunday service still alternated between Flatbush and New Lots Avenues.[citation needed]

The IRT routes were given numbered designations with the introduction of

rollsigns with numbered designations for each service. The first such fleet, the R12, was put into service in 1948.[26] The Broadway route to 242nd Street became known as the 1.[27]

On June 12, 1949, 137th Street to South Ferry Sunday local trains were discontinued, but were resumed on March 5, 1950, at which time Sunday service was also rerouted to New Lots Avenue.[citation needed] On March 15, 1954, weekend 137th Street to South Ferry local trains were once again discontinued,[28] and simultaneously weekend Brooklyn trains were rerouted to Flatbush Avenue.[citation needed]

An attempt was made to extend express service further north on January 14, 1955, when Broadway express trains, or every other 1 train, began running express between 137th and 96th Streets in the peak direction, between 7:32 and 8:33 a.m. and between 5:10 and 5:59 p.m.. Express trains terminated at 242nd Street.[29][30]

On January 17, 1955, the bottleneck at 96th Street forced some southbound 1 trains that ran express south of 96th Street to remain on the local track at 96th Street, skipping local stops before switching to the express track at 72nd Street.[31]

Broadway express service between 137th and 96th Street proved unsuccessful, and ended on June 28, 1956.[citation needed] Meanwhile, in Brooklyn, weekday trains were rerouted to Flatbush Avenue and evening 137th Street to South Ferry local trains were discontinued.[32]

The bullet used from November 1967 to June 1979
The current bullet used since June 1979

West Side improvement

Under a $100-million rebuilding program, increased and lengthened service was implemented during peak hours on the 1 train. Trains then stopped using the switches north of 96th Street, except for General Orders, when temporary construction-related service diversions were in effect. Once most of the work on the project was completed on February 6, 1959, all 1 trains became local, running at an increased frequency, and all 2 and 3 trains became express, and eight-car local trains began operation.[33] 1 trains began to run between 242nd Street and South Ferry at all times. Trains began to be branded as Hi-Speed Locals, being as fast as the old express service with new R21 and R22 subway cars on the route.[34][35] During rush hours in the peak direction, alternate trains from 242nd Street only stopped at 168th Street while running express from Dyckman to 137th Streets in the direction of heavy traffic. The bypassed stations were served by locals originating from Dyckman Street.[36] By May 26, 1959, 15,000 riders switched from using express trains to the Hi-Speed Locals during rush hours, increasing riders on local trains south of 96th Street by 75 percent.[37]

Evening rush local/express service was discontinued on February 2, 1959.[35] Morning rush hour express service was revised on January 8, 1962, with express trains stopping at 191st Street and 181st Street, and skipping 215th Street and 207th Street.[38] This express service was discontinued on May 24, 1976, after which all 1 trains began to make all stops.[39]

Skip-stop implementation

In April 1988,

116th Street, with the 1 service skipping 125th Street, 157th Street, 207th Street, and 225th Street, and a new 9 service skipping 145th Street, 181st Street, Dyckman Street, 215th Street and 238th Street.[41] As part of the study that resulted in the skip-stop plan, the NYCTA studied using the center track for express service. However, the agency settled on skip-stop service because the center track existed in two discontinuous segments, which would require complicated track-switching maneuvers to accommodate the express trains. Most passengers would not have to wait longer for a train: previously, one-third of 1 trains had terminated at 137th Street, but under the new service pattern these trains would run the full route to 242nd Street instead.[40] Previously, stations north of 137th Street were served by a train every 10 minutes. At stations served by only one of the skip-stop services, the maximum wait was to be 10 minutes, while at stations served by all trains, the maximum wait would be 5 minutes.[42] Skip-stop trains would not speed through stations, instead passing through skipped stops at 15 mph (24 km/h); the maximum allowed per NYCTA rules.[43]

In July 1988, it was announced that the 1/9 skip-stop service would begin on August 29, 1988. Skip-stop service was expected to speed up travel times for almost half of riders north of 96th Street.

<6>​ trains), which were contingent on the success of 1/9 skip-stop, were indefinitely postponed.[45] In September 1988, the MTA Board formally voted to defer implementation of 1/9 skip-stop service for these reasons. NYCTA planned to initiate outreach in January 1989 and implement the change at some point later that year.[46] In October 1988, the NYCTA informed local communities that it planned to implement skip-stop the following spring. However, residents of Inwood and Washington Heights were particularly opposed to the change, since most stops in these neighborhoods would be skipped by one of the two routes, and since they had not been included in the planning process.[47]

In March 1989, the NYCTA stated that there was no set date for the implementation of the plan, with service possibly starting as late as the fall. To convince local communities, it set up meetings with residents and distributed leaflets advertising the change. In attempt to win their favor, they changed the name of the service from skip-stop to express service.[48]

A public hearing on the NYCTA's plan for skip-stop service was held on June 27, 1989. The goals of skip-stop service were to extend all trips to 242nd Street, to provide faster travel times for a majority of riders, and to improve service reliability through evenly loaded and spaced trains. During 1987 and 1988, analysis was conducted to determine various options for express service along the 1, including using the center express track. As part of the plan, express service was to operate weekdays between 6:30 a.m. and 7 p.m. Trips that ended at 137th Street were extended to 242nd Street, which eliminated the need for a significant reduction in service levels at local stops. The 125th Street station, which is located south of 137th Street, would have experienced a reduction in service. The location of all-stop stations and skip-stop stations was done to evenly distribute passengers between the 1 and the 9, and to accommodate reverse commuting patterns. Stops with ridership greater than 8,000 daily passengers were designated all-stop stations, while less patronized stops were served by either 1 or 9 trains. One change was made from the 1988 plan: due to community input 181st Street was added as an all-stop station. Express service was expected to save up to 2+12 minutes of travel time, while all-stop stations would see an additional 2+12-minute reduction in waiting time. This would save between six and nine minutes or a 19% travel time reduction. Running express service via the center track was dismissed since the track had not been designed for express service. The track south of 145th Street is not long enough to allow an express train to pass a local, resulting in merging delays at 103rd Street which would eliminate any time saved. In addition, the busiest stops on the route north of 96th Street would be bypassed without any time savings. Extending all-local service to 242nd Street or adding additional trains were dismissed since they would require additional subway cars, which were not available at the time.[49]

On July 28, 1989, the MTA Board approved a revised 1/9 skip-stop plan unanimously, with the plan scheduled to take effect on August 21, 1989. Unlike the original plan, 1 trains would skip 145th Street, 191st Street, 207th Street and 225th Street, while 9 trains would skip 157th Street, Dyckman Street, 215th Street and 238th Street.[50]

Beginning at 6:30 a.m. on Monday, August 21, 1989, the services were coordinated as the 1/9 and both ran between

157th Streets.[54][55][56] On September 4, 1994, midday skip-stop service was discontinued, and 191st Street became a common station for skip-stop service.[57][58]

2000s to present

9/11 and recovery

After the

Chambers Street in Manhattan overnight.[62]

Over the next year, the section of the Broadway–Seventh Avenue Line's South Ferry spur south of Chambers Street was cleaned and the tunnel was rebuilt through the World Trade Center site. The tunnel was completed and opened to service on September 15, 2002, when 1 trains returned to the

World Trade Center Transportation Hub until September 8, 2018, when it reopened as WTC Cortlandt.[63][64]

Other changes

On April 27, 2004, it was announced that New York City Transit was considering eliminating 9 service, and thus, the skip-stop pattern. By that time, riders at skip-stop stations were experiencing longer wait times, and fewer riders were benefiting from the service pattern overall.

238th Street, while many passengers would see trains frequencies double, resulting in decreased overall travel time because of less time waiting for trains.[66] Though the MTA had planned to vote on the future of the skip-stop service in summer 2004,[65] it approved the change on January 11, 2005.[57][67] The 9 train was discontinued on May 27, 2005, and the 1 now makes all stops on the IRT Broadway–Seventh Avenue Line.[66][68]

On March 16, 2009, the new

South Ferry station opened, replacing the original loop station.[69] However, Hurricane Sandy flooded the station, requiring it to be shut down for repairs. Rector Street served as a temporary terminal for the 1 until April 4, 2013,[70][71] when the 1 returned to the reopened loop station. The old loop station then served as a temporary terminal until the replacement South Ferry station reopened on June 27, 2017.[72][73][74] In August 2023, weekend headways on the 1 were reduced from eight to six minutes.[75][76]

Route

Service pattern

The 1 uses the following line with the same service pattern at all times.[77]

Line From To Tracks
IRT Broadway–Seventh Avenue Line Van Cortlandt Park–242nd Street 207th Street local
Dyckman Street 157th Street all
145th Street Chambers Street local
WTC Cortlandt
South Ferry
all

Stations

The 1 runs on the IRT Broadway–Seventh Avenue Line in its entirety.[3]

Station service legend
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops weekdays during the day Stops weekdays during the day
Stops rush hours in the peak direction only Stops weekdays in the peak direction only
Station closed Station closed
Time period details
Disabled access Station is compliant with the Americans with Disabilities Act
Disabled access ↑ Station is compliant with the Americans with Disabilities Act
in the indicated direction only
Disabled access ↓
Elevator access to mezzanine only
1 service Stations Disabled access Subway transfers Connections and notes
The Bronx
Stops all times Van Cortlandt Park–242nd Street
Stops all times 238th Street Northern terminal for some southbound rush hour trains[a]
Stops all times 231st Street Disabled access
Manhattan
Stops all times Marble Hill–225th Street
Marble Hill
Stops all times 215th Street Northern terminal for some northbound a.m. rush hour trains[b]
Stops all times 207th Street
Bx12 Select Bus Service
Stops all times Dyckman Street Disabled access
Stops all times 191st Street Elevator access to mezzanine only
Stops all times 181st Street Elevator access to mezzanine only
George Washington Bridge Bus Terminal
Stops all times 168th Street Elevator access to mezzanine only A all timesC all except late nights (IND Eighth Avenue Line)
Stops all times 157th Street
Bx6 Select Bus Service
Stops all times 145th Street
Stops all times 137th Street–City College Northern terminal for some a.m. rush hour trains
Stops all times 125th Street
Stops all times 116th Street–Columbia University
M60 Select Bus Service to LaGuardia Airport
Stops all times Cathedral Parkway–110th Street
Stops all times 103rd Street
Stops all times 96th Street Disabled access 2 all times3 all times
Stops all times 86th Street 2 late nights
M86 Select Bus Service
Stops all times 79th Street 2 late nights
M79 Select Bus Service
Stops all times 72nd Street Disabled access 2 all times3 all times
Stops all times 66th Street–Lincoln Center Disabled access 2 late nights
Stops all times 59th Street–Columbus Circle Disabled access 2 late nights
A all timesB weekdays until 11:00 p.m.C all except late nightsD all times (IND Eighth Avenue Line)
Stops all times 50th Street 2 late nights
Stops all times Times Square–42nd Street Disabled access
42nd Street–Bryant Park
, daytime only)
M34A Select Bus Service
Stops all times 34th Street–Penn Station Disabled access 2 all times3 all except late nights
Pennsylvania Station
Stops all times 28th Street 2 late nights
Stops all times 23rd Street 2 late nights
M23 Select Bus Service
Stops all times 18th Street 2 late nights
Stops all times 14th Street )
M14A/D Select Bus Service
Stops all times Christopher Street–Sheridan Square 2 late nights
Stops all times Houston Street 2 late nights
Stops all times Canal Street 2 late nights
Stops all times Franklin Street 2 late nights
Stops all times Chambers Street Disabled access 2 all times3 all except late nights
Stops all times WTC Cortlandt Disabled access PATH at World Trade Center
Stops all times Rector Street
Stops all times South Ferry Disabled access
Whitehall Street–South Ferry
)
M15 Select Bus Service
Staten Island Ferry at Whitehall Terminal

Notes

  1. ^ Some southbound 1 trains originate at this station during a.m. and p.m. rush hours
  2. ^ Some northbound 1 trains terminate at this station during the a.m. rush hour only

References

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  3. ^ a b "1 Subway Timetable, Effective August 12, 2023". Metropolitan Transportation Authority. Retrieved August 26, 2023.
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  25. .
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  45. from the original on November 8, 2018. Retrieved November 8, 2018.
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  63. ISSN 0362-4331
    . Retrieved April 18, 2010.
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External links