马来西亚联邦1号公路

马来西亚联邦1号公路（Laluan Persekutuan 1，Federal Route 1，简称：FT1）是马来西亚历史最悠久的第一条联邦公路，也是该国有史以来最早建造的公路。在1南北大道北段和2南段启用之前，联邦1号公路曾是马来西亚半岛各州道路系统的支柱。

**背景**
位于柔佛州新山的联邦1号公路零公里处所见的第一个距离路牌
森美兰州芙蓉市当中的要道也是联邦1号公路的一部分
联邦1号公路是马来西亚半岛的三条主要南北向联邦公路之一，另外两条公路为3联邦3号公路和5联邦5号公路。
联邦1号公路的0公里位于已关闭的新山丹绒布蒂里边检站的前址，曾连接位于马新边界的新柔长堤。2008年起，当连接长堤与苏丹依斯干达边检站的新道路竣工时，联邦1号公路便与新柔长堤中断连接。
联邦1号公路位于新山的第1公里衔接着马来西亚半岛东海岸的主要联邦公路，马来西亚联邦3号公路。除此之外，在1号公路位于士姑来的19公里处衔接着马来西亚半岛西海岸的主要联邦公路，马来西亚联邦5号公路。
联邦1号公路是马来西亚半岛的西部州属主要南北向联邦公路。1号公路从森美兰州淡边至霹雳和丰的路程横跨蒂迪旺沙山脉的山脚。1号公路与位于霹雳怡保的5号公路终点相交之前，便与位于吉隆坡的联邦2号公路相交。1号公路在和丰改变方向至西行并一路从新路口至亚罗士打，成为了西海岸的主要道路。1号公路与位于吉打日得拉的南北大道北段相交，并且从日得拉至黑木山的南北大道路段为1号公路的路段之一。
1号公路上覆盖了92条街道。据估计，有超过一百万名大马人依赖1号公路的道路使用者为主要的经济来源。

**历史**
马来西亚联邦1号公路相信是全马来西亚最早建工的公共道路。在时任吉打苏丹再纳·拉锡沙二世（Sultan Ahmad Tajuddin Mukarram Shah）的指令下，此工程在1880年动工，连接吉打亚罗士打至泰国宋卡的道路。 现今，这条路也是泰国碧甲盛路（4号公路）、407号公路和14号公路的一部分。
该公路衔接了西马西海岸北马及南马的大多数州首府（例如吉打州亚罗士打、槟州威省大山脚槟城在威省的行政首都、霹雳州太平市noteTag|1937年后为怡保、雪兰莪吉隆坡noteTag|吉隆坡以前属于雪兰莪领土，1974年2月1日雪兰莪政府才割让给联邦政府作为联邦直辖区、森美兰芙蓉市、柔佛州新山），而玻璃市及马六甲 noteTag|虽然有少许路段经过马六甲，也只是森美兰-马六甲的边境淡边的区域，并没有直通首府马六甲市。该路段因此而变得越来越重要，许多城市也因为它而发展起来。
联邦1号公路的竣工由英国殖民政府全权负责。1897年北赖-怡保路段通车。1915年，怡保-吉隆坡段及古来-新山段也竣工并通车。1924年，新柔长堤竣工，柔佛新山及新加坡岛得以连接。1928年，北海-亚罗士打段及古来-永平段竣工。1939年，最后的路段永平-淡边也竣工了。从1880年开始动工，1897年第一个路段竣工并通车，到1939年最后一个路段的竣工，整个公路的建立足足用了半个世纪又9年（59年）之久。
二战期间，1号公路因为马来亚战役遭受日本蝗军严重破坏。不过也是因为战争，1号公路各地估计100多座桥梁被皇家工程兵炸毁，以阻止日军向南推进。例如金马士战役时期炸毁的桥梁包括位于1号公路的金马竭大桥（Jambatan Sungai Kelamah，或称Jambatan Gemencheh）、金马士大桥（Jambatan Gemas）、Buloh Kasap Bridge等等。不过二战之后，1号公路得以修复，许多战间破坏的桥梁也被修复。
11号公路北海-亚罗士打路段的路牌一影
1957年马来亚独立及1963年马来西亚成立后对1号公路也有许多改进，例如在槟城及吉打州边界的姆达河（Sg. Muda）修建「独立大桥」（Jambatan Merdeka, Tikam Batu, Kedah）以取代在1942年因战争被毁的旧桥。该桥因为在独立当天（1957年8月31日）通车而得名。
1966年，位于雪州及霹雳州边境的丹绒马林（Tg. Malim）和仕林河（Slim River）1号公路段的Tanjung Malim–Slim River Highway开通，成为马来西亚最早建立的收费高速公路。该双车道高速公路绕过了仕林河至丹绒马林之间的前路段。但是后来该路段被降级至svg和png。
1号公路的改进也在吉隆坡联邦直辖区内进行。以改善该市的高速公路网络。该市严重的塞车状况归咎于该市不规划的高速公路脉络。当时，1号公路位于隆市的路段有蕉赖路（Jln. Cheras）、半山芭路（Jln. Pudu）、敦霹雳路（Jln. Tun Perak，前称爪哇街 Jawa Street和蒙巴顿路 Mountbatten Street）、端姑阿都拉曼路（Jln. Tuanku Abdul Rahman）和怡保路（Jln. Ipoh，前称峇都路 Jln. Batu）。根据1979年巴生谷审查报告（1979 Klang Valley Review Report）的建议，隆市的1号公路进行改道，目前已经改到陆佑路（Jln Loke Yew）、马哈拉惹里拉路（Jln. Maharajalela）、京那巴鲁路（Jln. Kinabalu）和古晋路（Jln. Kuching）。路系统的组成部分之一是京那巴鲁路的高架桥，于1963年3月15日正式启用。
1号公路在隆市最具争议的发展项目是古晋路（Jln. Kuching）的收费。古晋路的九年特许经营权被授予「甘文丁有限公司」（Kamunting Corporation Berhad），于1985年4月15日签署。在最初的特许经营协议中，该司被要求在甲洞环岛建造立交桥并升级54，作为回报从1987年至1996年设立九年临时收费。不过在1987年特许经营协议被更改，该司被要求在古晋路现有的4跳车到再增2条车道，导致了该司可以在该公路设立的收费扩张到7年，即2003年止。该司行为惹怒了隆市一代的公路使用者，并举行了多次的上街抗议活动，要求政府停止收费，不过古晋路的收费制度还是在协约完结的时候废除，即2003年1月8日。
1977年，政府建议建立一条南北分岔的收费高速公路，作为1号公路的替代方案，该公路就是后来的1MAL2MAL南北大道北段及南段。该公路的建立的提出是为了更有效地解决1号公路作为当时唯一通往北马及南马的通道而导致的严重堵塞。由于该项目的资金规模巨大，原本计划将这条高速公路私有化并收费，但由于当时经济的不确定性，政府邀请的建设者没有一家愿意做这项工作，导致该计划未能实现。敦马哈迪于1981年上任首相后，该项目才从新被重启。也就在当年，该收费高速公路开通，其中南北大道日得拉-黑木山段是对现有的1号公路进行的升级改造，成为具有部分出入控制和地面交叉路口的分隔式高速公路。当时的37隆芙大道仍在建设，因此1号公路仍是马来西亚半岛链接南北的先锋道路。日德拉-黑木山的道路与其他道路及南北大道路段不同，日得拉至黑木山路段不符合仅由马来西亚公共工程局出版的 Arahan Teknik 8/86：道路几何设计指南所定义的高速公路标准1986 年晚些时候，该部门（JKR）批准该路段作为1MAL南北大道北段的一部分。1994年南北大道竣工后，该大道接替1号公路，成为马来西亚半岛的主要骨干路线。
除了日得拉-黑木山路段升级为南北大道北段的一部分外，1号公路的某些地段也被升级为收费高速公路，例如在1985年11月竣工，位于柔佛州的1士姑来公路作为收费的分岔高速公路，直至2004年3月1日为止。此外还有1999年1月5日通车，位于雪州的7蕉赖—加影大道，该道路前为1号公路蕉赖—加影路段。
尽管在2009年9月，为了促进怡保-巴东勿刹铁路沿线的复线和电气化，怡保以北的部分道路暂时关闭，但大部分道路仍在使用中。
The road grew in importance as it connected most of the state capitals on the west coast (except Perlis and Malacca), and as a result, numerous towns grew along its path. The next phases were mostly constructed by the British colonial government as a means to provide an efficient transportation network to exploit the economic resources in Malaya. The second section being completed was Perai–Ipoh section, opened to traffic in 1897. In 1915, the Kuala Lumpur–Ipoh and Johor Bahru–Kulai sections were completed. In 1924, the Johor–Singapore Causeway was completed, connecting Johor Bahru to the island of Singapore. The next sections being completed were Butterworth–Alor Setar and Kulai–Yong Peng sections, both were opened to traffic in 1928. The entire roadway was finally concluded in 1939 after the completion of the final section connecting Yong Peng to Tampin in 1939.
During the Second World War, the Federal Route 1 sustained heavy damages being resulted from the Malayan Campaign between the British army and the Imperial Japanese Army. During the campaign, it was estimated that more than 100 bridges were blown by the Royal Engineers in order to stop the Japanese advances southwards. Among the most famous bridges being blown were the Sungai Kelamah Bridge (also known as the Gemencheh Bridge), Gemas Bridge and Buloh Kasap Bridge – all of them were located at the Federal Route 1 – as a result of the Battle of Gemas which had claimed the lives of more than 1,000 Imperial Japanese soldiers. After the Second World War ended, the FT1 road was restored and damaged bridges were rebuilt.
A lot of improvements were implemented towards the Federal Route 1 after the independence of Malaya in 1957 and the formation of Malaysia in 1963. Among the earliest improvements during the post-independent Malaya was the construction of the Merdeka Bridge at the Penang–Kedah state border. It was constructed to replace the old bridge that was destroyed in 1942 during the Second World War. The bridge assumed its name for being opened to motorists during the year of Malayan independence.
In 1966, the Tanjung Malim–Slim River Highway FT1 was opened to motorists, becoming the earliest toll road in Malaysia. The two-lane highway bypassed the former section between Slim River to Tanjung Malim, which would later being downgraded to Perak State Route A121 and Federal Route 193
The improvements of the FT1 route was also being implemented within the Federal Territory of Kuala Lumpur as well, in order to improve the highway network within the city. Lack of proper highway planning was blamed for the severe congestion in the city. At that time, the FT1 route within Kuala Lumpur consisted of Jalan Cheras, Jalan Pudu, Jalan Tun Perak (formerly known as Java Street and then Mountbatten Road), Jalan Tuanku Abdul Rahman and Jalan Ipoh (both previously known as Batu Road). Under the recommendation from the 1979 Klang Valley Review Report, the FT1 route in Kuala Lumpur was rerouted to a new road system consisting Jalan Loke Yew, Jalan Maharajalela, Jalan Kinabalu and Jalan Kuching as a traffic dispersal means as well as providing the constant continuity of the FT1 route in Kuala Lumpur. One of the components of the new road system was the Jalan Kinabalu viaduct, which was opened on 15 March 1963.
The most controversial development of the FT1 highway in Kuala Lumpur was the toll collection at Jalan Kuching FT1. The nine-year concession of Jalan Kuching FT1 was awarded to Kamunting Corporation Berhad, signed on 15 April 1985. In the original concessionaire agreement, Kamunting Corporation Berhad was required to build an interchange at Kepong Roundabout and to upgrade the Jalan Kepong FT54, in return for the nine-year toll collection rights starting from 1987 until 1996. However, in 1987, the concessionaire agreement was amended, and Kamunting Corporation Berhad was required to add two more lanes from the existing four lanes along Jalan Kuching FT1, resulting another 7-year extension of toll concession which was ended in 2003. The toll collection at Jalan Kuching FT1 had sparked fury among Kuala Lumpurian motorists, and numerous protests were held to urge the government to end the toll collection there. The toll collection at Jalan Kuching FT1 was finally abolished on 8 January 2003.
In 1977, the government proposed to build a new north–south divided highway as an alternative to the Federal Route 1, which would be later known as the North–South Expressway E1 and E2. The proposal to build the new highway was mooted as a result of the severe congestion along the Federal Route 1. Because of the financially massive scale of the project, the highway was planned to be privatised and tolled, but none of the constructors being invited by the government were willing to do the job due to economic uncertainties at that time and the plan could not be materialised. It was only after Tun Dr. 马哈迪·莫哈末 became the Prime Minister that the North–South Expressway project was revived. The North–South Expressway was launched in 1981, where the Jitra–Bukit Kayu Hitam section was constructed as an upgrade of the existing Federal Route 1 section into a divided highway with partial access control and at-grade intersections. At that time, the construction of the Kuala Lumpur–Seremban Expressway E2 was still ongoing, and therefore the expressway would later form the pioneer route for the southern route. Unlike the other sections of the North–South Expressway, the Jitra–Bukit Kayu Hitam section did not comply with the expressway standards defined by the Arahan Teknik 8/86: A Guide on Geometric Design of Roads which was only published by the Malaysian Public Works Department (JKR) later in 1986, resulting the section to be grandfathered as a part of the North–South Expressway E1. After the North–South Expressway was completed in 1994, the expressway took the role of the Federal Route 1 as the main backbone route in Peninsular Malaysia.
Apart from the Jitra–Bukit Kayu Hitam section that was being upgraded to be a part of the North–South Expressway E1, there are some other sections of the FT1 highway that have been upgraded to toll roads and controlled-access expressways. For example, the Skudai Highway FT1 was completed in November 1985 as a tolled divided highway until 1 March 2004. Meanwhile, Jalan Cheras–Kajang FT1 was upgraded from the former 2-lane road into an 8-lane controlled-access expressway known as the Cheras–Kajang Expressway E7/FT1. The expressway was opened to traffic on 15 January 1999.
Much of the road remains in use, although in September 2009, portions of the road to north of Ipoh were temporarily closed to facilitate double tracking and electrification along the Ipoh–Padang Besar railway line.

**交通枢纽列表（南-北）**

**参见**
马来西亚高速公路列表
*南北大道 - 与联邦1号公路并行的高速公路
*马来西亚联邦3号公路 - 东海岸沿海道路
*马来西亚联邦5号公路 - 西海岸沿海道路