9 (New York City Subway service)
9 was a designation given to several services of the New York City Subway.
Flushing Line (BMT; 1917–48)Edit
From 1917, Brooklyn–Manhattan Transit Corporation (BMT) services on the IRT Flushing Line were assigned the number 9, used on maps but not on trains; IRT services used the designation 7 instead. When the joint BMT-IRT operation on the Flushing Line, provided for under the Dual Contracts, was discontinued, the BMT designation 9 was also canceled.
Dyre Avenue Line (1941–66)Edit
This section does not cite any sources. (July 2008) (Learn how and when to remove this template message)
The 9 designation was originally used for the Interborough Rapid Transit Company (IRT)'s Dyre Avenue Line upon its opening in 1941 between Dyre Avenue and the East 180th Street platforms of the former New York, Westchester and Boston Railway, 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. From 1957 till 1966, the nighttime Dyre Avenue Shuttle continued to use the number 9. Since 1967, the Dyre Avenue Shuttle runs during late night hours, but now carries the number 5, the same as the through service on the line through East 180th street to Dyre Avenue.
Broadway–Seventh Avenue Line skip-stop service (1989–2005)Edit
Broadway-Seventh Avenue Local
|Northern end||Van Cortlandt Park–242nd Street|
|Southern end||South Ferry|
|Started service||August 21, 1989|
|Discontinued||May 27, 2005|
In April 1988, 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. As part of the study that resulted in the skip-stop plan, the NYCTA studied using the center track for express service, but settled on skip-stop service because the center track does not extend for the whole line. Most passengers would not have to wait longer for a train because, previously, a third of 1 trains had terminated at 137th Street. 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. 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.
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. 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. 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.
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 attempt to win their favor, they changed the name of the service from skip-stop to Express service.
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 experience 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, with an additional 2.5 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.
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.
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, skip-stop service was only implemented north of 137th Street–City College between the hours of 6:30 am and 7:00 pm weekdays.
On September 4, 1994, midday skip-stop service was discontinued, and 191st Street was no longer a skip-stop station. By this time, skip-stop service assigned the following stations to the 1 train only:
and the following stations to the 9 train only:
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.
|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. The MTA estimated that eliminating skip-stop service only added 21⁄2 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. It planned on making a decision in the summer, and approved the change on January 11, 2005. The 9 train was discontinued on May 27, 2005 and the 1 now makes all stops on the IRT Broadway–Seventh Avenue Line.
The 9 service used the following lines during the rush hours only.
|IRT Broadway–Seventh Avenue Line||Van Cortlandt Park–242nd Street||South Ferry||local|
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|
|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|
- Brozan, Nadine (June 4, 1989). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". The New York Times. ISSN 0362-4331. Retrieved June 15, 2016.
- Moore, Keith (June 10, 1988). "TA's skip-stop plan hit". New York Daily News. Retrieved November 8, 2018.
- Boroff, Phillip (April 28, 1988). "IRT to shave commuters'" (PDF). The Riverdale Press. Retrieved November 9, 2018.
- Boroff, Phillip (April 28, 1988). "IRT to shave commuters' travel time". The Riverdale Press. Retrieved November 9, 2018.
- Moore, Keith (July 20, 1988). "Skip-stop on IRT Line". New York Daily News. Retrieved November 8, 2018.
- Moore, Keith (August 31, 1988). "Skip-stop train blocked". New York Daily News. Retrieved November 8, 2018.
- Moore, Keith (October 26, 1988). "TA to rev up skip-stop plan". New York Daily News. Retrieved November 8, 2018.
- Moore, Keith (March 29, 1989). "TA slows on skip-stop". New York Daily News. Retrieved November 8, 2018.
- "#1 Broadway/7th Ave Line Skip-Stop Express Service" (PDF). laguardiawagnerarchive.lagcc.cuny.edu. New York City Transit Authority. May 4, 1989. Retrieved March 20, 2019.
- Siegel, Joel (July 29, 1989). "2 train changes get OK". New York Daily News. Retrieved November 8, 2018.
- Feinman, Mark S. "The New York City Transit Authority in the 1980s".
- "#1 Riders: Your Service is Changing". New York Daily News. August 20, 1989. Retrieved November 8, 2018.
- "Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line" (PDF). New York City Transit Authority. August 1989. Retrieved August 1, 2009.
- Lorch, Donatella (August 22, 1989). "New Service For Subways On West Side". The New York Times. ISSN 0362-4331. Retrieved June 15, 2016.
- Bolden, Eric. "NYCT Line by Line History". www.erictb.info. Retrieved June 17, 2016.
- New York Division Bulletin. Electric Railroaders' Association. 37 (9). September 1994. Missing or empty
- Chan, Sewell (January 12, 2005). "MTA Proposes Dropping No. 9 Train". The New York Times. Retrieved March 4, 2010.
- Weinfeld, Ronald (October 22, 1994). "On schedules". New York Daily News. Retrieved November 8, 2018.
- Lueck, Thomas J. (September 15, 2002). "Old Service, Old Stops Restored on West Side". The New York Times. Retrieved March 4, 2010.
- Donohue, Pete (April 28, 2004). "No. 9's days seen numbered". New York Daily News. Retrieved November 8, 2018.
- Chan, Sewell (May 25, 2005). "On Its Last Wheels, No. 9 Line Is Vanishing on Signs". The New York Times. ISSN 0362-4331. Retrieved August 29, 2016.
- Donohue, Pete (January 12, 2005). "End of line for No. 9". New York Daily News. Retrieved November 8, 2018.
- "Noteworthy - 9 discontinued". May 7, 2005. Archived from the original on May 7, 2005. Retrieved September 18, 2016.CS1 maint: BOT: original-url status unknown (link)