1 (New York City Subway service)

The 1 Broadway–Seventh Avenue Local[2] 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.

"1" train symbol
Broadway–Seventh Avenue Local
MTA NYC Subway 1 train leaving 125th St.jpg
South Ferry-bound 1 train of R62As departing 125th Street
Map of the "1" train
Northern endVan Cortlandt Park–242nd Street
Southern endSouth Ferry
Length14.7 mi (23.7 km)
Stations38
Rolling stock310 R62As (31 trains)[1]
(Rolling stock assignments subject to change)
Depot240th Street Yard
Started serviceOctober 27, 1904; 115 years ago (1904-10-27)
Route map

Down arrow  1 
Van Cortlandt Park–242nd Street
238th Street
231st Street
Marble Hill–225th Street MTA NYC logo.svg
215th Street
207th Street
Dyckman Street
Handicapped/disabled access
southbound
only
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
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 MTA NYC logo.svg 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
Chambers Street
WTC Cortlandt Port Authority Trans-Hudson
Rector Street
South Ferry loops
closed
2017
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

The 1 operates at all times, making all stops between Van Cortlandt Park–242nd Street in Riverdale, Bronx and South Ferry in Lower Manhattan.

The modern 1 train has always run up to Van Cortlandt Park in the Bronx, but its route below 96th Street has varied through the years. Initially, there were two main service patterns south of 96th Street: a local service to South Ferry in Manhattan, and an express service to Brooklyn. The express service was discontinued in 1959. From 1989 to 2005, the 1 ran in a skip-stop service pattern during rush hours, with the 9 providing the complementary skip-stop service on the same route. The 1 and 9 trains were rerouted after the September 11 attacks in 2001; although they had mostly resumed their normal route by 2002, the 1 train skipped the Cortlandt Street station until 2018.

Service historyEdit

Early serviceEdit

 
Original R12 to R36 end rollsign

When the New York City Subway began operation between 1904 and 1908, one of the main service patterns was the West Side Branch, which the modern 1 train uses. Trains ran from Lower Manhattan to the 242nd Street station near Van Cortlandt Park, using what is now the IRT Lexington Avenue Line, 42nd Street Shuttle, and IRT Broadway–Seventh Avenue Line. There was both local and express service with express trains using the express tracks south of 96th Street. Some express trains ran to Atlantic Avenue in Brooklyn via the Joralemon Street Tunnel during rush hours while all other trains terminated at City Hall or the South Ferry outer loop.[3][4][5]

On June 3, 1917, the first portion of the Broadway–Seventh Avenue Line south of Times Square–42nd Street (to 34th Street–Penn Station) opened. A separate shuttle service between Times Square and 34th Street was placed into service as well.[6] On July 1, 1918, this shuttle was extended south to South Ferry, with a shorter shuttle on the Brooklyn branch between Chambers Street and Wall Street.[7] Finally, the new "H" system was implemented on August 1, 1918, joining the two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square.[8]

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.[9]

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 12 am to 5:30 am).[10]

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.[10][11] On July 1, 1938, all evening and Sunday trains were rerouted to New Lots Avenue.[10] By 1945, all local 1 trains were cut back from Dyckman Street to 137th Street during peak periods.[12]

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.[13][14] On December 20, 1946, all late night trains were routed to Flatbush Avenue, while Sunday service still alternated between Flatbush and New Lots Avenues. 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,[15] 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 alternate rush hour trains ran express between 137th and 96th Streets in the peak direction.[16] This 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.[17]

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

West Side improvementEdit

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. On February 6, 1959, 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.[18][19] 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.[20]

PM rush local/express service was discontinued on February 2, 1959.[19] 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.[21] This express service was discontinued on May 24, 1976, after which all 1 trains began to make all stops.[22]

Skip-stop implementationEdit

In April 1988,[23] the New York City Transit Authority (NYCTA) unveiled plans to speed up service on the Broadway-Seventh Avenue Line through the implementation of skip-stop service. As soon as the plan was announced, some local officials were opposed to the change. Initially, skip-stop service would have been operated north of 116th Street, with the 1 service skipping 125th Street, 157th Street, 207th Street, and 225th Street, and a new numbered 9 service skipping 145th Street, 181st Street, Dyckman Street, 215th Street and 238th Street.[24] 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.[23] 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.[25] 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.[26]

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.[27] In August 1988, the NYCTA postponed plans for 1/9 skip-stop service due to public opposition. NYCTA officials recognized that they did not do a good job informing the community, and indicated that they planned to continue to look into it. Plans to implement skip-stop service on the IRT Pelham Line (6 and <6>​ trains), which were contingent on the success of 1/9 skip-stop, were indefinitely postponed.[28] 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.[29] 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,.[30]

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.[31]

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 2.5 minutes of travel time, while all-stop stations would see an additional 2.5 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.[32]

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.[33]

Beginning at 6:30 am on Monday, August 21, 1989, the services were coordinated as the 1/9 and both ran between Van Cortlandt Park–242nd Street and South Ferry. The plan was to have skip-stop service begin north of 116th Street–Columbia University, but due to objections, most notably that riders did not want 125th Street to be a skip-stop station,[23] skip-stop service was only implemented north of 137th Street–City College between the hours of 6:30 am and 7:00 pm weekdays.[34][35][36] All 1 trains skipped Marble Hill–225th, 207th, 191st and 145th Streets, while all 9 trains skipped 238th, 215th, Dyckman and 157th Streets.[37][38][39] On September 4, 1994, midday skip-stop service was discontinued, and 191st Street became a common station for skip-stop service.[40][41]

9/11 and recoveryEdit

After the September 11 attacks in 2001, 1 trains had to be rerouted since the IRT Broadway–Seventh Avenue Line ran directly under the World Trade Center site and was heavily damaged in the collapse of the Twin Towers. It initially ran as a shuttle alongside the 2 and 3 trains to Times Square, due to debris that fell on the tracks south of Pennsylvania Station.[42] When the debris was cleared by September 17, the 1 ran only between 242nd Street and 14th Street, making local stops north of 96th Street and express stops south of that point. Local service was replaced by the 2 and 3 trains, running express from Canal Street to Fulton Street due to debris covering the stops between them. The skip-stop service with the 9 train was suspended for the duration of the 9/11 emergency service plan.[43] On September 19, after a few switching delays at 96th Street, service was changed.[44] 1 trains made all stops at all times from 242nd Street to New Lots Avenue via the Clark Street Tunnel and IRT Eastern Parkway Line, replacing the route of 3 trains within Brooklyn, as the 3 terminated at 14th Street during this period. All 1 trains continued running express with the 2 between the aforementioned streets until October 1, when it terminated at Chambers Street in Manhattan overnight.[45]

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 South Ferry Loop and 9 skip-stop service was reinstated. However, the Cortlandt Street station, which was directly underneath the World Trade Center, was demolished as part of the clean-up and was rebuilt as part of the World Trade Center Transportation Hub until September 8, 2018, when it reopened as WTC Cortlandt.[46][47]

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.[48] The MTA estimated that eliminating skip-stop service only added 2​12 to 3 minutes of travel time for passengers at the northernmost stations at 242nd Street and 238th Street, while many passengers would see trains frequencies double, resulting in decreased overall travel time because of less time waiting for trains.[49] Though the MTA had planned to vote on the future of the skip-stop service in summer 2004,[48] it approved the change on January 11, 2005.[40][50] The 9 train was discontinued on May 27, 2005 and the 1 now makes all stops on the IRT Broadway–Seventh Avenue Line.[49][51]

On March 16, 2009, the new South Ferry station opened, replacing the original loop station.[52] 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,[53] 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.[54][55][56]

RouteEdit

Service patternEdit

The 1 uses the following line with the same service pattern at all times.[57]

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

StationsEdit

The 1 runs on the IRT Broadway–Seventh Avenue Line in its entirety.[2]

Station service legend
  Stops all times
  Stops all times except late nights
  Stops late nights only
  Stops weekdays only
  Stops weekdays in the peak direction only
  Station closed
Time period details
  Station is compliant with the Americans with Disabilities Act
  ↑ Station is compliant with the Americans with Disabilities Act
in the indicated direction only
  ↓
  Elevator access to mezzanine only
  Stations   Subway transfers Connections and notes
The Bronx
Broadway–Seventh Avenue Line
  Van Cortlandt Park–242nd Street
  238th Street Northern terminal for some southbound rush hour trains[a]
  231st Street  
Manhattan
  Marble Hill–225th Street Metro-North Hudson Line at Marble Hill
  215th Street Northern terminal for some northbound a.m. rush hour trains[b]
  207th Street Bx12 Select Bus Service
  Dyckman Street   ↓ Station is ADA-accessible in the southbound direction only.
  191st Street  
  181st Street   George Washington Bridge Bus Terminal
  168th Street   A  C   (IND Eighth Avenue Line)
  157th Street Bx6 Select Bus Service
  145th Street
  137th Street–City College Northern terminal for some a.m. rush hour trains
  125th Street
  116th Street–Columbia University M60 Select Bus Service to LaGuardia Airport
  Cathedral Parkway–110th Street
  103rd Street
  96th Street   2  3  
  86th Street 2   M86 Select Bus Service
  79th Street 2   M79 Select Bus Service
  72nd Street   2  3  
  66th Street–Lincoln Center   2  
  59th Street–Columbus Circle   2  
A  B  C  D   (IND Eighth Avenue Line)
  50th Street 2  
  Times Square–42nd Street   2  3  
7   <7>  ​ (IRT Flushing Line)
A  C  E   (IND Eighth Avenue Line at 42nd Street–Port Authority Bus Terminal)
N  Q  R  W   (BMT Broadway Line)
S   (42nd Street Shuttle)
Port Authority Bus Terminal
M34A Select Bus Service
  34th Street–Penn Station   2  3   M34 / M34A Select Bus Service
Amtrak, LIRR, and NJ Transit at Pennsylvania Station
  28th Street 2  
  23rd Street 2   M23 Select Bus Service
  18th Street 2  
  14th Street 2  3  
F   <F>  M   (IND Sixth Avenue Line at 14th Street)
L   (BMT Canarsie Line at Sixth Avenue)
PATH at 14th Street
M14A/D Select Bus Service
  Christopher Street–Sheridan Square 2   PATH at Christopher Street
  Houston Street 2  
  Canal Street 2  
  Franklin Street 2  
  Chambers Street   2  3  
Manhattan Branch
  WTC Cortlandt   PATH at World Trade Center
  Rector Street
  South Ferry   N  R  W   (BMT Broadway Line) M15 Select Bus Service
Staten Island Ferry at Whitehall Terminal

NotesEdit

  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

ReferencesEdit

  1. ^ "Subdivision 'A' Car Assignments: Cars Required April 27, 2020" (PDF). The Bulletin. Electric Railroaders' Association. 63 (6): 14. June 2020. Retrieved June 1, 2020.
  2. ^ a b "1 Subway Timetable, Effective November 17, 2019". Metropolitan Transportation Authority. Retrieved January 16, 2020.
  3. ^ Pocket Guide to New York. Commerce and Industry Association of New York. 1906. pp. 19–26. Archived from the original on June 2, 2019. Retrieved November 4, 2016.
  4. ^ "Bronx to Montauk; One Change of Cars". The New York Times. April 30, 1908. p. 4. ISSN 0362-4331. Archived from the original on July 22, 2018. Retrieved July 22, 2018.
  5. ^ Brooklyn Daily Eagle Almanac. 1916: A Book of Information, General of the World, and Special of New York City and Long Island. The Brooklyn Daily Eagle. 1916. p. 119.
  6. ^ "Three New Links of the Dual Subway System Opened". The New York Times. June 3, 1917. p. 33. ISSN 0362-4331. Archived from the original on June 13, 2018. Retrieved July 22, 2018.
  7. ^ "Open New Subway to Regular Traffic". The New York Times. July 2, 1918. p. 11. ISSN 0362-4331. Archived from the original on June 14, 2018. Retrieved July 22, 2018.
  8. ^ "Open New Subway Lines to Traffic". The New York Times. August 2, 1918. p. 1. ISSN 0362-4331. Archived from the original on June 13, 2018. Retrieved July 27, 2018.
  9. ^ "IRT Adds More Cars And Extends Lines: Delays at Atlantic Ave. Reduced—South Ferry Trains to Run to Brooklyn". The Brooklyn Citizen. January 16, 1928. Archived from the original on May 5, 2020. Retrieved March 6, 2020.
  10. ^ a b c "IRT Brooklyn Line Opened 90 Years Ago". New York Division Bulletin. Electric Railroaders' Association. 53 (9). September 2010. Archived from the original on April 8, 2016. Retrieved August 31, 2016 – via Issu.
  11. ^ "Bulletin". New York Division Bulletin. Electric Railroaders' Association. September 1991.
  12. ^ "New York Subway 1948 Map". New York City Board of Transportation. 1948. Archived from the original on May 5, 2020. Retrieved July 17, 2019 – via nycsubway.org.
  13. ^ "24-Hour Express Service on IRT To Become Effective at Midnight" (PDF). The New York Times. May 9, 1946. ISSN 0362-4331. Retrieved February 21, 2016.
  14. ^ Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. p. 32. hdl:2027/mdp.39015023094926.
  15. ^ "I. R. T. Service Reduced; Week-End Changes Made on West Side Local, Flushing Lines" (PDF). The New York Times. April 3, 1954. ISSN 0362-4331. Retrieved February 20, 2016.
  16. ^ "I. R. T. To Skip Stops; Broadway Line to Speed Its Service in Rush Hours". The New York Times. December 20, 1954. ISSN 0362-4331. Archived from the original on July 27, 2018. Retrieved June 15, 2016.
  17. ^ "Official New York City Subway Map and Station Guide". New York City Transit Authority. 1959. Archived from the original on December 6, 2018. Retrieved August 15, 2019 – via nycsubway.org.
  18. ^ "New Hi-Speed Locals 1959". New York City Transit Authority. June 15, 2016. Archived from the original on September 15, 2016. Retrieved June 15, 2016 – via Flickr.
  19. ^ a b "Wagner Praises Modernized IRT – Mayor and Transit Authority Are Hailed as West Side Changes Take Effect". The New York Times. February 7, 1959. p. 21. ISSN 0362-4331. Archived from the original on January 1, 2018. Retrieved November 6, 2016.
  20. ^ "Modernized IRT To Bow On Feb. 6; West Side Line to Eliminate Bottleneck at 96th Street" (PDF). The New York Times. January 26, 1959. ISSN 0362-4331. Retrieved June 15, 2016.
  21. ^ Linder, Bernard (December 1964). "Bulletin". New York Division Bulletin. Electric Railroaders' Association.
  22. ^ Linder, Bernard (December 1990). "Bulletin". New York Division Bulletin. Electric Railroaders' Association.
  23. ^ a b c Brozan, Nadine (June 4, 1989). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  24. ^ Moore, Keith (June 10, 1988). "TA's skip-stop plan hit". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  25. ^ Boroff, Phillip (April 28, 1988). "IRT to shave commuters'" (PDF). The Riverdale Press. Retrieved November 9, 2018.
  26. ^ Boroff, Phillip (April 28, 1988). "IRT to shave commuters' travel time". The Riverdale Press. Retrieved November 9, 2018.
  27. ^ Moore, Keith (July 20, 1988). "Skip-stop on IRT Line". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  28. ^ Moore, Keith (August 31, 1988). "Skip-stop train blocked". New York Daily News. ISSN 0362-4331. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  29. ^ *"New York City Transit Authority Committee Agenda September 1988". Flickr. New York City Transit Authority. September 16, 1988. p. H-1. Retrieved July 12, 2019.
  30. ^ Moore, Keith (October 26, 1988). "TA to rev up skip-stop plan". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  31. ^ Moore, Keith (March 29, 1989). "TA slows on skip-stop". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  32. ^ "#1 Broadway/7th Ave Line Skip-Stop Express Service" (PDF). laguardiawagnerarchive.lagcc.cuny.edu. New York City Transit Authority. May 4, 1989. Archived (PDF) from the original on March 31, 2019. Retrieved March 20, 2019.
  33. ^ Siegel, Joel (July 29, 1989). "2 train changes get OK". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  34. ^ "#1 Riders: Your Service is Changing". New York Daily News. August 20, 1989. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  35. ^ "Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line" (PDF). New York City Transit Authority. August 1989. Archived (PDF) from the original on August 5, 2009. Retrieved August 1, 2009.
  36. ^ Lorch, Donatella (August 22, 1989). "New Service For Subways On West Side". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  37. ^ "Announcing 1 and 9 skip-stop service on the Broadway-Seventh Avenue Line" (PDF). New York City Transit Authority. August 1989. Archived (PDF) from the original on August 28, 2008. Retrieved August 1, 2009 – via subwaynut.com.
  38. ^ Brozan, Nadine (June 4, 1989). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  39. ^ Lorch, Donatella (August 22, 1989). "New Service For Subways on West Side". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  40. ^ a b Chan, Sewell (January 12, 2005). "MTA Proposes Dropping No. 9 Train". The New York Times. ISSN 0362-4331. Archived from the original on May 29, 2015. Retrieved March 4, 2010.
  41. ^ Weinfeld, Ronald (October 22, 1994). "On schedules". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  42. ^ Wyatt, Edward (September 5, 2002). "Subway Service to Resume on Routes Closed After 9/11". The New York Times. ISSN 0362-4331. Archived from the original on May 10, 2020. Retrieved July 17, 2019.
  43. ^ "Subway Service as of 9/17/01". Flickr. Metropolitan Transportation Authority. September 17, 2001. Retrieved February 28, 2020.
  44. ^ "1 2 3 Customers: Subway Service Today". New York City Transit. 2001.
  45. ^ "Revised Service Effective 9/19/01". Flickr. Metropolitan Transportation Authority. September 19, 2001. Retrieved February 28, 2020.
  46. ^ Lueck, Thomas J. (September 15, 2002). "Old Service, Old Stops Restored on West Side". The New York Times. ISSN 0362-4331. Retrieved April 18, 2010.
  47. ^ Martinez, Jose (September 7, 2018). "Sources: 1 train stop closed since 9/11 to reopen Saturday". NY1. Charter Communications. Archived from the original on July 17, 2019. Retrieved September 23, 2019.
  48. ^ a b Donohue, Pete (April 28, 2004). "No. 9's days seen numbered". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  49. ^ a b Chan, Sewell (May 25, 2005). "On Its Last Wheels, No. 9 Line Is Vanishing on Signs". The New York Times. ISSN 0362-4331. Archived from the original on March 17, 2015. Retrieved August 29, 2016.
  50. ^ Donohue, Pete (January 12, 2005). "End of line for No. 9". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  51. ^ "1 Makes All Stops 9 Discontinued Effective Tue, May 31". mta.info. Metropolitan Transportation Authority. May 7, 2005. Archived from the original on May 7, 2005. Retrieved September 18, 2016.
  52. ^ "MTA Opens New South Ferry Subway Terminal". mta.info. Metropolitan Transportation Authority. March 16, 2009. Archived from the original on December 23, 2015. Retrieved June 15, 2016.
  53. ^ "Restoring South Ferry Station". mta.info. Metropolitan Transportation Authority. November 28, 2012. Archived from the original on November 28, 2012. Retrieved June 15, 2016.
  54. ^ "Superstorm Sandy: One Year Later". mta.info. Metropolitan Transportation Authority. Archived from the original on January 7, 2014. Retrieved June 15, 2016.
  55. ^ "Old South Ferry Station to Reopen for Service". mta.info. Metropolitan Transportation Authority. April 2013. Archived from the original on June 1, 2016. Retrieved June 15, 2016.
  56. ^ Donohue, Pete (April 4, 2013). "South Ferry subway station reopens to public after Sandy damage". New York Daily News. Archived from the original on February 2, 2017. Retrieved June 15, 2016.
  57. ^ "Subway Service Guide" (PDF). Metropolitan Transportation Authority. September 2019. Retrieved September 22, 2019.

External linksEdit