9 (New York City Subway service)

Dyre Avenue Line (1941–67)

The 9 designation was originally used for the Interborough Rapid Transit Company's (IRT) Dyre Avenue Line. It served the former New York, Westchester and Boston Railway between Dyre Avenue and East 180th Street, connecting to the IRT White Plains Road Line at the latter station. When a connection between the Dyre Avenue Line and the White Plains Road Line opened in 1957, daytime shuttle service was replaced with through service as the 2.^[2] From 1957 until 1967, the nighttime Dyre Avenue Shuttle continued to use the number 9.^[3] The shuttle was relabeled SS in 1967,^[4] and then renamed as part of the 5, the same as the through service on the line through East 180th Street to Dyre Avenue.^[5][6]: 62

Broadway–Seventh Avenue Line (1989–2005)

In April 1988,^[7] 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 1 trains skipping 125th Street, 157th Street, 207th Street, and 225th Street, and 9 trains skipping 145th Street, 181st Street, Dyckman Street, 215th Street and 238th Street.^[8] As part of the study that resulted in the skip-stop plan, the NYCTA examined the feasibility of using the center track for express service. However, the center track along the Broadway–Seventh Avenue Line exists in two segments,^[a] which would result in an inefficient express service, and so skip-stop service was chosen instead. Most passengers would not have to wait longer for a train because, previously, a third of 1 trains had terminated at 137th Street.^[7] The previous headway for stations north of there was 10 minutes. At skip-stop stations, the maximum wait was to be 10 minutes, and would be 5 minutes at all-stop stations.^[10] 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.^[11]

On July 1988, it was announced that 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.^[12] 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 train), which were contingent on the success of 1/9 skip-stop were indefinitely postponed.^[13] 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.^[14] In October 1988, the NYCTA informed local communities that it planned to implement skip-stop the following spring; residents of Inwood and Washington Heights were particularly opposed to the change.^[15]

In March 1989, the NYCTA stated that there wasn't a 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 an attempt to win their favor, they changed the name of the service from "skip-stop" to "express" service.^[16]

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+1⁄2 minutes of travel time, with an additional 2+1⁄2-minute reduction in waiting time at all-stop stations. This would save a minimum of six minutes, and a maximum of nine minutes or a 19% travel time reduction. Running express service via the center track was dismissed since it was not 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 line 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.^[17]

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.^[18]

Beginning at 6:30 a.m. on August 21, 1989,^[19] 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,^[7] skip-stop service was only implemented north of 137th Street–City College between the hours of 6:30 am and 7:00 pm weekdays.^[20][21][22]

On September 4, 1994,^[23][24] midday skip-stop service was discontinued, and 191st Street was no longer a skip-stop station.^[25][26] By this time, skip-stop service assigned the following stations to the 1 train only:^[25][26]

• 238th Street
• 215th Street
• Dyckman Street
• 157th Street

and the following stations to the 9 train only:^[25][26]

• Marble Hill–225th Street
• 207th Street
• 145th Street

After the September 11, 2001 attacks, 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. The 1 ran only between Van Cortlandt Park–242nd Street and 14th Street, running local north of 96th Street and express south of there. It later ran to New Lots Avenue via the IRT Eastern Parkway Line, running local on that line, as well as south of 96th Street, replacing the 3 train, which ran between Harlem–148th Street and 14th Street; the 9 service and skip-stop service were suspended at this time. 1 trains returned to South Ferry, and skip-stop service was restored on September 15, 2002.^[27]

Wikinews has related news:

• New York City Subway's skip-stop 9 service to make its last run May 27

On April 27, 2004, it was announced that New York City Transit was considering eliminating 9 and skip-stop service due to long wait times, and as a result of a decrease in the number of riders benefiting.^[28] The MTA estimated that eliminating skip-stop service only added 2+1⁄2 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.^[29] It planned on making a decision in the summer,^[28] and approved the change on January 11, 2005.^[25][30] The 9 train was discontinued on May 27, 2005 and the 1 now makes all stops on the IRT Broadway–Seventh Avenue Line.^[29][31]

Discover more about History related topics

Interborough Rapid Transit Company

Interborough Rapid Transit Company

The Interborough Rapid Transit Company (IRT) was the private operator of New York City's original underground subway line that opened in 1904, as well as earlier elevated railways and additional rapid transit lines in New York City. The IRT was purchased by the city in June 1940, along with the younger BMT and IND systems, to form the modern New York City Subway. The former IRT lines are now the A Division or IRT Division of the Subway.

IRT Dyre Avenue Line

IRT Dyre Avenue Line

The IRT Dyre Avenue Line is a New York City Subway rapid transit line, part of the A Division. It is a branch of the IRT White Plains Road Line in the northeastern section of the Bronx, north of East 180th Street. As of 2013, it has a daily ridership of 34,802.

New York, Westchester and Boston Railway

New York, Westchester and Boston Railway

The New York, Westchester and Boston Railway Company, was an electric commuter railroad in the Bronx and Westchester County, New York from 1912 to 1937. It ran from the southernmost part of the South Bronx, near the Harlem River, to Mount Vernon with branches north to White Plains and east to Port Chester. From 1906, construction and operation was under the control of the New York, New Haven & Hartford Railroad (NH) until its bankruptcy in 1935.

IRT White Plains Road Line

IRT White Plains Road Line

The White Plains Road Line is a rapid transit line of the A Division of the New York City Subway serving the central Bronx. It is mostly elevated and served both subway and elevated trains until 1952. The original part of the line, the part opened as part of the first subway was called the West Farms Division, and the extension north to 241st Street as part of the Dual Contracts was called the White Plains Road Line. Eventually, however, the two parts came to be known as the White Plains Road Line.

2 (New York City Subway service)

2 (New York City Subway service)

The 2 Seventh Avenue Express 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 through most of Manhattan.

5 (New York City Subway service)

5 (New York City Subway service)

The 5 Lexington Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or "bullet", is colored forest green since it uses the IRT Lexington Avenue Line in Manhattan.

Skip-stop

Skip-stop

Skip-stop is a public transit service pattern which reduces travel times and increases capacity by having vehicles skip certain stops along a route. Originating in rapid transit systems, skip-stop may be also used in light rail and bus systems.

IRT Pelham Line

IRT Pelham Line

The IRT Pelham Line is a rapid transit line on the New York City Subway, operated as part of the A Division and served by the 6 and <6> trains. It was built as part of the Dual Contracts expansion and opened between 1918 and 1920. It is both elevated and underground with Whitlock Avenue being the southernmost elevated station. It has three tracks from the beginning to just south of the Pelham Bay Park terminal. The Pelham Line also has a connection to Westchester Yard, where 6 trains are stored, just north of Westchester Square–East Tremont Avenue. As of 2013, it has a daily ridership of 205,590.

1 (New York City Subway service)

1 (New York City Subway service)

The 1 Broadway–Seventh Avenue Local 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.

Service pattern

The 9 service used the following lines during the rush hours only.

Stations

Stations in green and stations in blue denote stops served by the 1 and former 9, respectively, during rush hours. At all other times, the 1 ran local and now runs local at all times.

Station service legend
	Stops all times
	Stops all times except late nights
	Stops late nights only
	Stops weekdays only
	Stops all times except rush hours in the peak direction
	Stops rush hours 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
		Van Cortlandt Park–242nd Street		1
		238th Street		1
		231st Street		1
Manhattan
		Marble Hill–225th Street		1	Metro-North Hudson Line at Marble Hill
		215th Street		1
		207th Street		1
		Dyckman Street		1
		191st Street		1
		181st Street		1	George Washington Bridge Bus Terminal
		168th Street		1  A  ​C  (IND Eighth Avenue Line)
		157th Street		1
		145th Street		1
		137th Street–City College		1
		125th Street		1
		116th Street–Columbia University		1	M60 bus to LaGuardia Airport
		Cathedral Parkway–110th Street		1	M60 bus to LaGuardia Airport
		103rd Street		1
		96th Street		1  ​2  ​3
		86th Street		1
		79th Street		1
		72nd Street		1  ​2  ​3
		66th Street–Lincoln Center		1
		59th Street–Columbus Circle		1  A  ​B  ​C  ​D  (IND Eighth Avenue Line)
		50th Street		1
		Times Square–42nd Street		1  ​2  ​3  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
		34th Street–Penn Station		1  ​2  ​3	Amtrak, LIRR, and NJ Transit at Pennsylvania Station
		28th Street		1
		23rd Street		1
		18th Street		1
		14th Street		1  ​2  ​3  F V (IND Sixth Avenue Line at 14th Street) L (BMT Canarsie Line at Sixth Avenue)	PATH at 14th Street (V service discontinued in 2010)
		Christopher Street–Sheridan Square		1	PATH at Christopher Street
		Houston Street		1
		Canal Street		1
		Franklin Street		1
		Chambers Street		1  ​2  ​3
		Cortlandt Street			Closed since September 11, 2001 (reopened in 2018 as WTC Cortlandt)
		Rector Street		1
		South Ferry		1	Staten Island Ferry at Whitehall Terminal (closed in 2009)

Discover more about Final route related topics

IRT Broadway–Seventh Avenue Line

IRT Broadway–Seventh Avenue Line

The IRT Broadway–Seventh Avenue Line is a New York City Subway line. It is one of several lines that serves the A Division, stretching from South Ferry in Lower Manhattan north to Van Cortlandt Park–242nd Street in Riverdale, Bronx. The Brooklyn Branch, known as the Wall and William Streets Branch during construction, from the main line at Chambers Street southeast through the Clark Street Tunnel to Borough Hall in Downtown Brooklyn, is also part of the Broadway–Seventh Avenue Line. The IRT Broadway–Seventh Avenue Line is the only line to have elevated stations in Manhattan, with two short stretches of elevated track at 125th Street and between Dyckman and 225th Streets.

Accessibility

Accessibility

Accessibility is the design of products, devices, services, vehicles, or environments so as to be usable by people with disabilities. The concept of accessible design and practice of accessible development ensures both "direct access" and "indirect access" meaning compatibility with a person's assistive technology.

Americans with Disabilities Act of 1990

Americans with Disabilities Act of 1990

The Americans with Disabilities Act of 1990 or ADA is a civil rights law that prohibits discrimination based on disability. It affords similar protections against discrimination to Americans with disabilities as the Civil Rights Act of 1964, which made discrimination based on race, religion, sex, national origin, and other characteristics illegal, and later sexual orientation and gender identity. In addition, unlike the Civil Rights Act, the ADA also requires covered employers to provide reasonable accommodations to employees with disabilities, and imposes accessibility requirements on public accommodations.

The Bronx

The Bronx

The Bronx is a borough of New York City, coextensive with Bronx County, in the state of New York. It is south of Westchester County; north and east of the New York City borough of Manhattan, across the Harlem River; and north of the New York City borough of Queens, across the East River. The Bronx has a land area of 42 square miles (109 km2) and a population of 1,472,654 in the 2020 census. If each borough were ranked as a city, the Bronx would rank as the ninth-most-populous in the U.S. Of the five boroughs, it has the fourth-largest area, fourth-highest population, and third-highest population density. It is the only borough of New York City not primarily on an island. With a population that is 54.8% Hispanic as of 2020, it is the only majority-Hispanic county in the Northeastern United States and the fourth-most-populous nationwide.