【马来西亚联邦1号公路】
马来西亚联邦1号公路 1（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。在南北大道北段1和南段2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，另外两条公路为联邦3号公路和联邦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。There are 92 street names being associated with the Federal Route 1 along its entire length. In addition, it is estimated that over a million of Malaysians rely on the Federal Route 1 users as their main economic source.
== 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。在时任吉打苏丹苏丹再纳·拉锡沙二世的指令下，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。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. Mahathir Mohamad 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） ==