except 168th Street between Dyckman and 137th Streets in the direction of heavy traffic. The bypassed stations were served by locals originating from Dyckman Street. The improved service could not be implemented until the platform extensions at all stations on the line were completed. The original IRT stations north of Times Square could barely fit five or six car locals based on whether the trains had one or two ends with cars that had manually operated doors. In 1958, the platform extensions at the local stations were nearly completed, but there were more problems with the platform extensions at the two express stations, 72nd Street and 96th Street. To make room for the platform extension at 72nd Street, the track layout was changed. However, in order to fit the platform extension at 96th Street, the local tracks and the outside walls had to be moved. A new mezzanine with stairways to the street was built between West 93rd Street and West 94th Street. Since the 86th Street and 96th Street stations had their platforms extended in order to accommodate 10-car trains, the 91st Street station was closed on February 2, 1959 because it was too close to the other two stations. On August 9, 1964, the New York City Transit Authority (NYCTA) announced the letting of a $7.6 million contract to lengthen platforms at stations from Rector Street to 34th Street–Penn Station on the line, and stations from Central Park North–110th Street to 145th Street on the Lenox Avenue Line to allow express trains to be lengthened from nine-car trains to ten-car trains, and to lengthen locals from eight-car trains to ten-car trains. With the completion of this project, the NYCTA project to lengthen IRT stations to accommodate ten-car trains would be complete. During the 1964–1965 fiscal year, the platforms at Park Place, Fulton Street, Wall Street, Clark Street and Borough Hall were lengthened to to accommodate a ten-car train of long IRT cars. On August 21, 1989, the 1/ weekday skip-stop service started. 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. All 1 trains skipped Marble Hill–225th, 207th, 191st and 145th Streets, while all 9 trains skipped