馬來西亞聯邦1號公路

馬來西亞聯邦1號公路（Laluan Persekutuan 1，Federal Route 1，簡稱：FT1）是馬來西亞歷史最悠久的第一條聯邦公路，也是該國有史以來最早建造的公路。在1南北大道北段和2南段啟用之前，聯邦1號公路曾是馬來西亞半島各州道路系統的支柱。

**背景**
位於柔佛州新山的聯邦1號公路零公里處所見的第一個距離路牌
森美蘭州芙蓉市當中的要道也是聯邦1號公路的一部分
聯邦1號公路是馬來西亞半島的三條主要南北向聯邦公路之一，另外兩條公路為3聯邦3號公路和5聯邦5號公路。
聯邦1號公路的0公里位於已關閉的新山丹絨布蒂裡邊檢站的前址，曾連接位於馬新邊界的新柔長堤。2008年起，當連接長堤與蘇丹依斯干達邊檢站的新道路竣工時，聯邦1號公路便與新柔長堤中斷連接。
聯邦1號公路位於新山的第1公里銜接著馬來西亞半島東海岸的主要聯邦公路，馬來西亞聯邦3號公路。除此之外，在1號公路位於士姑來的19公里處銜接著馬來西亞半島西海岸的主要聯邦公路，馬來西亞聯邦5號公路。
聯邦1號公路是馬來西亞半島的西部州屬主要南北向聯邦公路。1號公路從森美蘭州淡邊至霹靂和豐的路程橫跨蒂迪旺沙山脈的山腳。1號公路與位於霹靂怡保的5號公路終點相交之前，便與位於吉隆坡的聯邦2號公路相交。1號公路在和豐改變方向至西行並一路從新路口至亞羅士打，成為了西海岸的主要道路。1號公路與位於吉打日得拉的南北大道北段相交，並且從日得拉至黑木山的南北大道路段為1號公路的路段之一。
1號公路上覆蓋了92條街道。據估計，有超過一百萬名大馬人依賴1號公路的道路使用者為主要的經濟來源。

**歷史**
馬來西亞聯邦1號公路相信是全馬來西亞最早建工的公共道路。在時任吉打蘇丹再納·拉錫沙二世（Sultan Ahmad Tajuddin Mukarram Shah）的指令下，此工程在1880年動工，連接吉打亞羅士打至泰國宋卡的道路。 現今，這條路也是泰國碧甲盛路（4號公路）、407號公路和14號公路的一部分。
該公路銜接了西馬西海岸北馬及南馬的大多數州首府（例如吉打州亞羅士打、檳州威省大山腳檳城在威省的行政首都、霹靂州太平市noteTag|1937年後為怡保、雪蘭莪吉隆坡noteTag|吉隆坡以前屬於雪蘭莪領土，1974年2月1日雪蘭莪政府才割讓給聯邦政府作為聯邦直轄區、森美蘭芙蓉市、柔佛州新山），而玻璃市及馬六甲 noteTag|雖然有少許路段經過馬六甲，也只是森美蘭-馬六甲的邊境淡邊的區域，並沒有直通首府馬六甲市。該路段因此而變得越來越重要，許多城市也因為它而發展起來。
聯邦1號公路的竣工由英國殖民政府全權負責。1897年北賴-怡保路段通車。1915年，怡保-吉隆坡段及古來-新山段也竣工並通車。1924年，新柔長堤竣工，柔佛新山及新加坡島得以連接。1928年，北海-亞羅士打段及古來-永平段竣工。1939年，最後的路段永平-淡邊也竣工了。從1880年開始動工，1897年第一個路段竣工並通車，到1939年最後一個路段的竣工，整個公路的建立足足用了半個世紀又9年（59年）之久。
二戰期間，1號公路因為馬來亞戰役遭受日本蝗軍嚴重破壞。不過也是因為戰爭，1號公路各地估計100多座橋梁被皇家工程兵炸毀，以阻止日軍向南推進。例如金馬士戰役時期炸毀的橋梁包括位於1號公路的金馬竭大橋（Jambatan Sungai Kelamah，或稱Jambatan Gemencheh）、金馬士大橋（Jambatan Gemas）、Buloh Kasap Bridge等等。不過二戰之後，1號公路得以修復，許多戰間破壞的橋梁也被修復。
11號公路北海-亞羅士打路段的路牌一影
1957年馬來亞獨立及1963年馬來西亞成立後對1號公路也有許多改進，例如在檳城及吉打州邊界的姆達河（Sg. Muda）修建「獨立大橋」（Jambatan Merdeka, Tikam Batu, Kedah）以取代在1942年因戰爭被毀的舊橋。該橋因為在獨立當天（1957年8月31日）通車而得名。
1966年，位於雪州及霹靂州邊境的丹絨馬林（Tg. Malim）和仕林河（Slim River）1號公路段的Tanjung Malim–Slim River Highway開通，成為馬來西亞最早建立的收費高速公路。該雙車道高速公路繞過了仕林河至丹絨馬林之間的前路段。但是後來該路段被降級至svg和png。
1號公路的改進也在吉隆坡聯邦直轄區內進行。以改善該市的高速公路網絡。該市嚴重的塞車狀況歸咎於該市不規劃的高速公路脈絡。當時，1號公路位於隆市的路段有蕉賴路（Jln. Cheras）、半山芭路（Jln. Pudu）、敦霹靂路（Jln. Tun Perak，前稱爪哇街 Jawa Street和蒙巴頓路 Mountbatten Street）、端姑阿都拉曼路（Jln. Tuanku Abdul Rahman）和怡保路（Jln. Ipoh，前稱峇都路 Jln. Batu）。根據1979年巴生谷審查報告（1979 Klang Valley Review Report）的建議，隆市的1號公路進行改道，目前已經改到陸佑路（Jln Loke Yew）、馬哈拉惹里拉路（Jln. Maharajalela）、京那巴魯路（Jln. Kinabalu）和古晉路（Jln. Kuching）。路系統的組成部分之一是京那巴魯路的高架橋，於1963年3月15日正式啟用。
1號公路在隆市最具爭議的發展項目是古晉路（Jln. Kuching）的收費。古晉路的九年特許經營權被授予「甘文丁有限公司」（Kamunting Corporation Berhad），於1985年4月15日簽署。在最初的特許經營協議中，該司被要求在甲洞環島建造立交橋併升級54，作為回報從1987年至1996年設立九年臨時收費。不過在1987年特許經營協議被更改，該司被要求在古晉路現有的4跳車到再增2條車道，導致了該司可以在該公路設立的收費擴張到7年，即2003年止。該司行為惹怒了隆市一代的公路使用者，並舉行了多次的上街抗議活動，要求政府停止收費，不過古晉路的收費制度還是在協約完結的時候廢除，即2003年1月8日。
1977年，政府建議建立一條南北分岔的收費高速公路，作為1號公路的替代方案，該公路就是後來的1MAL2MAL南北大道北段及南段。該公路的建立的提出是為了更有效地解決1號公路作為當時唯一通往北馬及南馬的通道而導致的嚴重堵塞。由於該項目的資金規模巨大，原本計劃將這條高速公路私有化並收費，但由於當時經濟的不確定性，政府邀請的建設者沒有一家願意做這項工作，導致該計劃未能實現。敦馬哈迪於1981年上任首相後，該項目才從新被重啟。也就在當年，該收費高速公路開通，其中南北大道日得拉-黑木山段是對現有的1號公路進行的升級改造，成為具有部分出入控制和地面交叉路口的分隔式高速公路。當時的37隆芙大道仍在建設，因此1號公路仍是馬來西亞半島鏈接南北的先鋒道路。日德拉-黑木山的道路與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僅由馬來西亞公共工程局出版的 Arahan Teknik 8/86：道路幾何設計指南所定義的高速公路標準1986 年晚些時候，該部門（JKR）批准該路段作為1MAL南北大道北段的一部分。1994年南北大道竣工後，該大道接替1號公路，成為馬來西亞半島的主要骨幹路線。
除了日得拉-黑木山路段升級為南北大道北段的一部分外，1號公路的某些地段也被升級為收費高速公路，例如在1985年11月竣工，位於柔佛州的1士姑來公路作為收費的分岔高速公路，直至2004年3月1日為止。此外還有1999年1月5日通車，位於雪州的7蕉賴—加影大道，該道路前為1號公路蕉賴—加影路段。
儘管在2009年9月，為了促進怡保-巴東勿剎鐵路沿線的複線和電氣化，怡保以北的部分道路暫時關閉，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. 馬哈迪·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.

**交通樞紐列表（南-北）**

**參見**
馬來西亞高速公路列表
*南北大道 - 與聯邦1號公路並行的高速公路
*馬來西亞聯邦3號公路 - 東海岸沿海道路
*馬來西亞聯邦5號公路 - 西海岸沿海道路

**參考文獻**

**注釋**

**外部鏈接==