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Subway Challenge
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The official subway map from 2013. This is not the current map.

The Subway Challenge entails navigating the entire New York City Subway system in the shortest time possible. This ride is also known as the Rapid Transit Challenge and the Ultimate Ride. The challenge requires competitors to stop at all 472 stations; as of 2023, this record is held by Kate Jones of Switzerland. One competitor held the record for 469 stations, as he had competed before the January 2017 opening of the Second Avenue Subway. Three teams held the Guinness record for 468 stations, as they had competed prior to both the opening of the Second Avenue Subway and the September 2015 opening of the 7 Subway Extension, but after Dean Street station was closed in 1995. Records set before 1995 had a varying number of stations.

There are three primary variations of this challenge:

  1. Ride that requires a rider to traverse every line, but not necessarily the entire line. (Class A)
  2. Full-system ride that requires a rider to stop at each station. (Class B)
  3. Skip-stop ride that only requires a rider to pass through each station. (Class C)

The three classes of rides (A, B and C) are defined by the Amateur New York Subway Riding Committee (ANYSRC), created by Peter Samson in 1966. In Class A, "the contestants making the run must traverse completely at least once each segment of right-of-way of the Transit Authority system. Each segment may be traversed either in one continuous transit or in any number of partial transits between stations on the segment." Guinness World Records recognizes what is essentially the Class B rules as the official world record. The only difference between the rides defined by Guinness and the ANYSRC is that per the ANYSRC, rides must be completed on a single fare, while the Guinness rules allow for transfers provided that they "be made by scheduled public transport or on foot."[1]

History

[edit]

On May 30, 1940, two days before the separate subway systems of the Interborough Rapid Transit Company, Brooklyn–Manhattan Transit Corporation, and Independent Subway System were unified,[2] Herman Rinke, an electric-railroad buff, became the first person to tour the entire system on a single 5-cent fare, doing it purely as a "sentimental gesture".[2][3] Rinke rode the system for some 25 hours. Since then, more than 70 others – supposedly recorded in an unofficial file in the MTA Public Relations Department – rode the entire system. Kevin Foster held the Guinness World Record for the full-system ride for over 17 years. He set the mark of 26 hours, 21 minutes on October 25, 1989. Searching for a diversion while training to become the first person to bicycle the entire length of The Great Wall in China, Foster opened up the Guinness Book of World Records to find another challenge. He decided that to celebrate the 85th anniversary of the New York subway system he would spend 85 consecutive hours on the subway, during which time he broke the record for stopping at every station.

Guinness Record times

[edit]
Date Record Holder(s) Stations Time Ref.
June 1, 1966 Michael Feldman and James Brown 491[a] 23 hours, 16 minutes [4]
August 3, 1967 Morgan Chu and six others 475 22 hours, 11½ minutes [5]
October 8, 1973 Mayer Wiesen and Charles Emerson 462 21 hours, 8½ minutes [6]
December 12/13, 1988 Rich Temple, Phil Vanner and Tom Murphy 466 29 hours, 47 minutes, 12 seconds [7]
October 25/26, 1989 Kevin Foster 466[b] 26 hours, 21 minutes, 8 seconds [8][9][10]
December 28/29, 2006 Stefan Karpinski, Bill Amarosa Jr., Michael Boyle, Brian Brockmeyer, Jason Laska and Andrew Weir 468 24 hours, 54 minutes, 3 seconds [11]
January 22/23, 2009 Matt Ferrisi and Chris Solarz 468 22 hours, 52 minutes, 36 seconds [12][13]
November 18/19, 2013 Andi James, Steve Wilson, Martin Hazel, Peter Smyth, Glen Bryant and Adham Fisher 468 22 hours, 26 minutes, 02 seconds [14][15][16]
January 16, 2015 Matthew Ahn 468[c] 21 hours, 49 minutes, 35 seconds [17][18]
July 22, 2016 Matthew Ahn 469 21 hours, 28 minutes, 14 seconds [19][20]
April 17, 2023 Kate Jones 472 22 hours, 14 minutes, 10 seconds [21]

There are 472 stations in the system (which must all be visited for the Class B record) and 423 multi-station complexes (necessary for the Class C record), on 28 routes.[22] Challengers cover 662 miles of track in passenger service, while only being able to go to the toilet at 80 of the stations. Only the current record-holder, Kate Jones, has held the record with all 472 stations, as all previous official records are from before January 2017, when the Second Avenue Subway opened. One record holder has the record for the 469 stations, with all prior records back to 1973 being set with 468 or fewer stations.[19]

The Amateur New York Subway Riding Committee mandates that rides must be completed on a single fare. The Guinness record rules allow a rider to exit and re-enter the system during the course of the run, and contestants may walk or take "scheduled public transport" between stations. According to the Guinness rules, "the use of private motor vehicles, taxis or any other form of privately arranged transport (bicycles, skateboards, etc.) is not allowed."[23] Matthew Ahn's attempts, for instance, use the out-of-system transfers allowed under the Guinness rules.[18] The complete Guinness rules can be found on the Rapid Transit Challenge website and are similar to the rules for the London Underground's Tube Challenge.[24]

The Amateur New York Subway Riding Committee is not an official body and does not validate any record attempts, nor does the Metropolitan Transportation Authority.

468 stations

[edit]

On August 23–24, 2006, Donald Badaczewski and Matt Green made a run setting the skip-stop record. During their run, a Class C attempt as defined by the Amateur New York Subway Riding Committee, they were required to pass through, but not necessarily stop at, each station. Thus they utilized express trains where possible to save time. They did this on a single fare, not exiting the system until the completion of the race. They posted a time of 24 hours, 2 minutes, breaking the previous Class C record of 25 hours, 11 minutes for this feat set in 1998 by Salvatore Babones and Mike Falsetta. Metro broke the story of this Class C record.[25][26][27][28] An AM New York article suggested that the news environment at the time created a perfect opening for such a lighthearted story.[29] Pundits frequently questioned the pair on how they had relieved themselves during their journey. The two invariably answered that they had "held it" or "toughed it out," despite the fact that "it was tough."

On December 28–29, 2006, a Class B attempt was made by former classmates from Regis High School in Manhattan, representing all five boroughs of New York City, with a sixth member from New Jersey. In the press they were nicknamed "The Subway Six": Bill Amarosa was a lifelong railfan and had discussed a record attempt while they were in high school, but it was a conversation at their 10-year reunion on June 17, 2006, that sparked planning for the attempt. From conception to execution, the record attempt took six months. Guinness World Records confirmed the record five months afterward and sent the team their official record certificate after nine months.[30]

On January 22, 2010, Matt Ferrisi and Chris Solarz set a new record with an official time of 22:52:36, confirmed by Guinness World Records on September 17, 2010.[12]

On November 18–19, 2013, the record was beaten by a team of six Britons, including Glen Bryant from Emsworth, with a new time of 22 hours, 26 minutes, and 2 seconds. The competitors used an unusual route, achieving a time 26 minutes shorter than the former record, as confirmed by Guinness World Records on May 30, 2014.[15][17] Three members of the British team were former record holders for the Tube Challenge, and thus became the first people to achieve the feat on both sides of the Atlantic Ocean.[31]

On January 19, 2015, a new record of 21 hours, 49 minutes and 35 seconds, was set by Matthew Ahn, taking the 468-station record. He began his trip at Far Rockaway–Mott Avenue and finished at Flushing–Main Street, both in Queens.[17]

469 stations

[edit]

After the 7 Subway Extension opened in September 2015, Ahn's previous record was invalidated. On July 23, 2016, he completed another such trip, and despite the addition of one station, he beat his previous record while completing the new 469-station challenge.[32] This record was officially validated by Guinness World Records on August 26, 2016.[19] He began his trip at Rockaway Park–Beach 116th Street in Queens and finished at Flushing–Main Street.[23]

472 stations

[edit]

After the Second Avenue Subway opened in January 2017, Ahn's previous record was once again invalidated, and the record sat unclaimed for over six years.[33] On April 17, 2023, Kate Jones traveled through all 472 stations, including the Second Avenue Subway stops, in 22 hours, 14 minutes, and 10 seconds. She was the first woman to set the record.[34] Guinness World Records confirmed Jones's record in mid-May 2023.[33][35]

[edit]

A 2004 Class B attempt to traverse the system was documented in a short film entitled New Lots.[36]

A 2003 Class B attempt was the main topic of a Discovery Times Channel documentary on the subway.[37]

Other systems

[edit]

The corresponding record for the London Underground (Tube Challenge) has had many holders since 1960. London and New York have always been the most notable systems for this record. Between 1967 and 1992, records for a few other subway networks were considered, attempted and appeared in the Guinness Books. Since 1993, only the London Underground record has been published with decreasing regularity, and Guinness only considered London and New York for this record category.[38] However, since 2011, other systems have been considered again.

The first other network to be granted a record was the Paris Métro; Alan Paul Jenkins achieved a time of 11 hours and 13 minutes for travelling to 270 stations (with 7 closed) on August 30, 1967.[39] The next record was set on 13 August 2011 by Adham Fisher, who visited 300 stations in 13 hours, 37 minutes and 54 seconds.[40]

The Berlin U-Bahn had its first record set on May 2, 2014, by Michael Wurm, Henning Colsman-Freyberger, Rudolf von Grot and Oliver Ziemek. They visited the 173 stations in 7 hours, 33 minutes and 15 seconds.[41] This was beaten by Adham Fisher on May 26, 2017, with a new time of 6 hours, 53 minutes and 24 seconds.[42]

The first official record set and recognized by Guinness on the Delhi Metro was on August 29, 2021, by Prafull Singh, a Revenue Inspector for Delhi Metro Rail Corporation, covering 254 stations in 16 hours, 2 minutes and 17 seconds.[43] Although, this record was beaten earlier by Delhiite Shashank Manu on April 14, 2021 with a time of 15 hours, 22 minutes 49 seconds covering all 286 stations, it was not recognized by Guinness as a result of a mix up until June 25, 2023.[44][45]

See also

[edit]

References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Subway Challenge

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The Subway Challenge is an endurance competition in which participants aim to visit all 472 stations of the system in the shortest possible time, often requiring over 20 hours of continuous travel and strategic planning to navigate the network's 25 lines and 665 miles of track. The challenge traces its informal origins to 1940, when rider Herman Rinke completed a tour of the subway system in 25 hours, but it was formalized in 1967 by computer expert Peter Samson, who founded the Amateur New York Subway Riders Council (ANYSRC) and established structured rules for the event using early computational aids to optimize routes. Samson's inaugural attempt that year took 25 hours, 50 minutes, and 30 seconds, marking the start of a tradition that has evolved with subway expansions, such as the addition of three stations in 2017, bringing the total to 472. Official rules, as recognized by the ANYSRC and adapted for Guinness World Records, divide the challenge into three classes to accommodate varying levels of difficulty: Class A requires traversing every subway line without needing to visit all stations; Class B mandates stopping at each individual station, allowing transfers by foot or within the subway system (this is the Guinness-sanctioned category); and Class C permits passing through stations without stopping, often using skip-stop services for efficiency. Participants must adhere to a single fare where possible under ANYSRC guidelines, and no motorized vehicles or external transport beyond buses in limited cases are permitted, emphasizing reliance on the subway's schedule and walking between platforms. The current Guinness World Record for the Class B challenge stands at 22 hours, 14 minutes, and 10 seconds, set by Kate Jones of on April 17–18, 2023, after months of planning and three prior unsuccessful attempts; this marked the first time a woman held the record in the event's nearly 57-year history. Earlier benchmarks include Matthew Ahn's 2016 time of 21 hours, 28 minutes, and 14 seconds for 469 stations, which was later invalidated due to network expansions. Recent algorithmic optimizations, such as those modeling the challenge as a Traveling Salesman Problem using General Transit Feed Specification () data from the (MTA), have proposed theoretical routes as short as 20 hours and 42 minutes, incorporating 34 transfers and accounting for average headways and minimum walking times.

Overview

Definition and Objectives

The Subway Challenge is an endurance-based competition in which participants seek to visit every open station in a subway system by riding trains through each one, with the primary objective of completing the circuit in the shortest possible time. Originating in , the challenge centers on navigating the city's extensive subway network, which requires systematic coverage of all stations typically without exiting the system except for necessary transfers or as permitted in certain variants. This endeavor distinguishes itself from casual subway tourism by emphasizing meticulous , physical stamina, and real-time adaptation to transit schedules and disruptions, transforming a routine commute into a high-stakes test of urban navigation. The core objectives include achieving personal milestones of exploration and self-challenge, competing for official records, and highlighting the intricacies of urban transit infrastructure. Participants must arrive at each station via train, with the doors opening to count as a valid visit, and are prohibited from walking between stations unless explicitly allowed under specific class rules; this ensures reliance on the system's operational efficiency rather than pedestrian shortcuts. While the challenge is most prominently associated with New York City's subway, it has been adapted to other networks worldwide, such as London's , promoting a broader appreciation for systems. Basic prerequisites for attempting the challenge involve a solid understanding of subway operations, including line routes, transfer points, and peak-hour patterns, as well as acquiring an unlimited for seamless travel. The informal pursuit began in 1966 when MIT student Peter Samson and his team used early computing to optimize routes, evolving into a formalized activity through the Amateur New York Subway Riding Committee, which later gained recognition from . This historical foundation underscores the challenge's roots as a blend of technological innovation and adventurous spirit in exploring one of the world's largest subway systems.

Rules and Variations

The core rules of the Subway Challenge require participants to visit every operational station in the system, defined as being present on a train when the doors open at the station, allowing passage through on express trains that stop there to count as a visit. Stations must be open and part of the current official MTA map, excluding temporary closures or non-subway lines like the unless specified in a variation. The challenge must begin and end with verifiable timestamps, typically confirmed by witnesses, GPS data, or official timekeeping devices, and prohibits sleeping or prolonged breaks that exceed normal transit dwell times to maintain continuous progress. For eligibility, attempts must be solo or in teams with records tracked separately, requiring comprehensive documentation such as timestamped photographs or videos at each station, logs of door open/close times via , and evidence of every transfer. Only scheduled public transit—including subway trains and buses—and walking on foot are permitted for transfers, with private vehicles, bikes, or non-public aids strictly prohibited to ensure fairness. Multiple fares may be paid, allowing exits and re-entries to the system, unlike stricter single-fare variants. Variations include the Amateur New York Subway Riders Committee's classifications: Class A focuses on covering all track segments without necessarily stopping at stations, Class B mandates stopping at each station similar to the standard, and Class C permits passing through stations without stopping. Informal challenges often impose a 24-hour time limit without official verification, while team relays divide stations among members for collaborative completion. Safety and ethical guidelines emphasize full adherence to MTA regulations, including paying all required fares to avoid evasion, respecting platform and train etiquette, and considering personal health limits for the physical demands of extended travel without rest.

Historical Development

Origins and Early Attempts

The Subway Challenge emerged in the mid-20th century among transit enthusiasts and urban explorers in , captivated by the subway system's expansive network of over 700 miles of track and nearly 500 stations by the 1940s. This vast infrastructure, largely complete following rapid expansions in the early 20th century, invited personal feats of endurance and discovery, particularly as the city unified its private operators under public control in 1940. Hobbyists viewed the challenge as a way to intimately engage with the city's hidden underbelly, testing limits amid the post-World War II era when further growth stalled due to wartime resource constraints. The inaugural documented attempt occurred on May 30, 1940, when electric railroad buff Herman Rinke traversed every station on a single 5-cent token, just before the city's unification of the private subway systems under public control—a sentimental gesture marking the end of the era of independent operators. His journey lasted roughly 25 hours, relying on manual navigation without modern aids, and highlighted the logistical hurdles of coordinating transfers across the Interborough Rapid Transit, Brooklyn-Manhattan Transit, and nascent lines. Such solo endeavors in the 1940s and 1950s remained unverified and sporadic, driven by individual curiosity rather than competition, as subway expansions like the 1956 added only marginal complexity to the core challenge. The challenge gained structure in 1967 when computer expert Peter Samson founded the Amateur New York Subway Riding Committee (ANYSRC) and defined the event's rules, including three classes of varying difficulty. Samson's inaugural official attempt that year took 25 hours, 50 minutes, and 30 seconds, using early computer optimization. By the , the pursuit evolved into informal group efforts among dedicated subway fans, fostering a around the growing of "conquering" the system. These early collective tries, often shared through enthusiast networks, emphasized endurance over speed and lacked standardized rules or timing, reflecting the era's fascination with New York City's gritty infrastructure amid economic strains. This pre-record phase set the stage for later formalization and recognition in the 1980s.

Evolution and Guinness Recognition

The Subway Challenge transitioned from informal enthusiast endeavors in the mid-20th century to formal recognition by in the late , driven by growing interest among transit hobbyists and media coverage of endurance feats on the system. The first officially recognized record was set in 1989 by Kevin Foster, who completed a full-system ride visiting all operational stations at the time, establishing the benchmark for "Fastest Completion of All " and encouraging standardized documentation through logs, witnesses, and timestamps. This recognition by formalized the challenge, distinguishing it from earlier unofficial attempts by groups like the Amateur New York Subway Riding Committee, which enforced stricter single-fare rules without external validation. Key milestones in the category's development include the first Guinness record in 1989, amid adjustments for subway expansions such as the 1989 opening of the 63rd Street Line, which added stations and necessitated route recalibrations. In the , Guinness shifted emphasis toward group efforts to promote safety and feasibility, allowing teams to divide documentation duties while adhering to core rules permitting exits for walking or public buses—contrasting with purist variants that prohibited surface travel. By the , the criteria evolved to prioritize solo attempts, reflecting advancements in personal planning tools, with verifiability enhanced through GPS trackers, time-stamped photographs, and video evidence submitted post-challenge. System changes, including the 2015 station reopening and the 2017 Phase 1 adding three stations (bringing the total to 472), prompted subcategory distinctions by station count to maintain accuracy. This recognition has significantly impacted the challenge's popularity, inspiring annual attempts by international competitors and generating widespread media attention that highlights urban transit intricacies. As of 2025, the category remains active with no substantial rule alterations since , continuing to emphasize ethical riding, comprehensive proof of visitation, and adaptation to the subway's ongoing infrastructure updates.

The New York City Subway

System Structure and Station Counts

The , the backbone of the challenge, comprises 472 active stations across 25 routes, covering 665 miles of track and serving , , , and the Bronx. The system is structurally divided into the A Division—originally the Interborough (IRT) lines, featuring narrower platforms and numbered services (1 through 7, plus the S shuttle)—and the B Division, which includes the broader-gauge Brooklyn-Manhattan Transit (BMT) and Independent Subway (IND) lines with lettered designations (A through Z, excluding I, O, Y). Many lines incorporate both express and local tracks, enabling faster service on outer segments while maintaining stops in denser urban areas, with the entire network operating 24 hours a day but experiencing reduced frequencies overnight. Historically, the station count stood at 468 prior to 2015, reflecting the system's expansion up to that point without major additions. The extension of the 7 line to 34th Street–Hudson Yards, which opened on September 13, 2015, added one station and brought the total to 469. The following year, Phase 1 of the Second Avenue Subway opened on January 1, 2017, introducing three new stations—72nd Street, 86th Street, and 96th Street—along the Q line, elevating the count to 472; subsequent reopenings, such as the on September 8, 2018, maintained this figure by reintegrating a previously closed facility without net increase beyond the 2017 additions. Future extensions, including further phases of the Second Avenue line planned for 2029, are not yet operational and do not affect current counts. As of November 2025, the station count remains at 472, with ongoing signal modernization efforts improving reliability marginally. Several unique structural elements influence accessibility and navigation. Closed stations, such as the ornate City Hall loop on the 6 line, shuttered since 1945 due to platform curvature and low usage, are excluded from the active count and remain inaccessible to regular service. Transfer points often form complex stations with multiple platforms serving different lines, such as –42nd Street, where up to four independent platforms connect A Division and B Division services; these are treated as single locations in aggregate counts but require platform-specific visits for comprehensive coverage. The system spans 665 miles of revenue track, with weekend and late-night service frequently disrupted by maintenance, though full weekday operations typically begin around 5:30 a.m., providing optimal access during peak hours.

Key Features Impacting the Challenge

The Subway's service patterns significantly influence the timing and feasibility of completing a Subway Challenge, as express trains bypass numerous stations to prioritize speed on high-volume corridors. For instance, on the Lexington Avenue Line, the 4 and 5 trains operate as expresses during peak hours, skipping intermediate stops that local 6 trains serve, which forces challengers to incorporate deliberate local rides or transfers to ensure every station is visited. This dual structure demands precise timing to avoid missing clusters of stations, potentially adding 10-20 minutes per line segment if an express is taken inadvertently. Additionally, while the subway nominally operates 24 hours a day, frequent overnight and weekend shutdowns for maintenance—such as full line suspensions south of Grand Central on the 4, 5, and 6 lines during August 2025 track work—severely restrict viable challenge windows to weekdays, compressing attempts into periods of consistent service. Geographical sprawl across the city's five boroughs poses substantial time barriers, with outer areas requiring extended travel that can exceed 60 minutes from central . The A train's route to Far Rockaway in , for example, takes approximately 63-69 minutes from , encompassing a 23-mile journey through diverse terrain that includes elevated sections and sparse intermediate stops. Interborough connections, such as crossings via the Williamsburg or Bridges on lines like the J, M, and Z, introduce additional delays due to shared infrastructure with vehicular traffic and inherent speed restrictions on these elevated spans. Elevation variations further complicate pacing, as the system's approximately 40% above-ground trackage (including ~24% elevated and open-cut sections, prevalent in and )—features tighter curves and lower speed limits compared to underground segments, slowing overall progress by up to 15-20% on affected routes. Operational disruptions from infrastructure, crowds, and external factors routinely extend challenge durations beyond planned routes. Signal malfunctions, a leading cause of delays in the 2020s, accounted for over one-third of infrastructure-related delays in recent years (e.g., 2024 data), with lines like the N experiencing more than 4,000 such events that halted or slowed service. Crowding during peak hours exacerbates dwell times at stations, while ongoing construction under General Orders (G.O.s)—such as track replacements on multiple lines—has led to summer 2025 service reliability dropping to its lowest in seven years, with major incidents increasing significantly on some routes. Weather events disproportionately affect above-ground lines, where snow accumulation or high winds can reduce speeds or cause suspensions, as seen in historical blizzards and recent storms that challenge track stability. Although accessibility features like elevators are present at approximately 25% of stations as of late , they play no direct role in speed-focused challenges but highlight barriers to broader participation. The MTA's ongoing upgrades, including 12 new installations announced in July , aim to cover 70% of subway rides via accessible stations by the end of the decade, yet the majority remain stair-only. Post-pandemic, no structural overhauls have altered challenge dynamics, though reliability has improved marginally through signal modernization, contributing to record ridership and higher scores in spring 2025.

Strategies and Preparation

Route Planning and Optimization

Route planning for the Subway Challenge begins with foundational tools such as official subway maps and timetables provided by the (MTA), which detail station connections and scheduled service intervals. Challengers often use general-purpose navigation software like to simulate initial paths, incorporating real-time adjustments for delays, while custom solutions model the network as a graph to minimize total travel time. These basic approaches focus on sequencing visits to all stations without unnecessary detours, treating the challenge as a variant of the Traveling Salesman Problem (TSP) where stations are nodes and subway segments are weighted edges based on expected travel durations. Optimization techniques emphasize dividing the subway system into efficient loops, such as prioritizing the dense core before extending to the branching lines in , , and the Bronx, to reduce backtracking across boroughs. Planners account for varying train frequencies, which typically range from 2 to 5 minutes during peak hours on major lines, allowing for quick transfers but requiring buffers for less frequent services on outer branches. Advanced methods apply algorithms, including (BFS) for shortest paths between segments and greedy heuristics to approximate an overall tour, often using General Transit Feed Specification (GTFS) data from the MTA to incorporate realistic travel times and transfer penalties. These strategies have yielded theoretical minimum routes of 20 to 22 hours for the full network, assuming ideal conditions without major disruptions. Practical tools include GPS-enabled apps like for real-time tracking of train positions and arrival predictions, alongside spreadsheets to maintain checklists of visited stations and log progress. For sophisticated optimization, open-source libraries such as NetworkX in Python enable eigenvector centrality analysis to identify high-connectivity hubs for efficient routing, while solvers like Google's tackle the TSP formulation directly on the 472-station graph. In 2025, approaches, including the adapted to an undirected subway graph, have produced routes visiting all 472 stations with minimal revisits (around 155) and transfers (about 34), achieving a projected 20-hour, 42-minute duration. A common pitfall in route design is over-reliance on express trains, which bypass local stations and can lead to missed visits if not balanced with targeted local rides, though rules allow counting express pass-throughs as station visits. Planners must also incorporate average headways and minimum transfer times (typically 2-5 minutes) from GTFS data to avoid optimistic estimates that ignore stranding risks at line termini.

Logistics and Execution Tips

Participants undertaking the NYC Subway Challenge must prioritize physical and logistical preparation to endure the grueling 20-24 hour journey across all 472 stations. Essential pre-run measures include hydrating adequately and packing nutrient-dense snacks and energy drinks to maintain stamina during extended periods without full meals. Comfortable, weather-appropriate clothing and supportive footwear are crucial for rapid walking and occasional sprints between platforms, while portable chargers ensure devices remain operational for navigation and documentation. A 7-day unlimited or with 7-day fare cap, each costing $34 as of November 2025 (with sales of new MetroCards ending December 31, 2025), provides unrestricted access to the system. Coordinating a witness or observer is vital for verification, as requires independent confirmation of the attempt. During the execution, maintaining an average pace of approximately 3 minutes per station—derived from record times like Kate Jones's 22 hours and 14 minutes for 472 stations—demands efficient platform changes and minimal downtime. Challengers should employ quick transfers, such as running short distances on streets or within stations when trains are delayed, while building in 1-2 hour buffers to accommodate MTA disruptions like signal failures or service changes. Continuous monitoring of real-time schedules via apps helps in real-time adjustments, ensuring the run stays on track despite unpredictable factors. For group attempts, clear role division enhances efficiency: one member acts as , referencing a pre-planned route and schedule; another handles timing and pacing; and a third manages or for evidence. Solo challengers, common in record-setting efforts, benefit from prior mental , such as simulated long-duration transit simulations, to combat fatigue and maintain focus over the marathon-like ordeal. Post-run, immediate recovery involves rehydration, nutritious meals, and extended rest to address the physical toll of nearly 24 hours of near-constant motion, often followed by muscle soreness and exhaustion. Documentation submission to is critical, including timestamped photos or videos of each station's doors opening and closing, transfer proofs, and witness statements, with review potentially taking up to 12 weeks.

World Records

Records for 468 Stations

The records for the 468-station configuration of the , which persisted from the early until the September 2015 opening of the , represent a pivotal era in the Subway Challenge's history, spanning the through 2014. Prior to this, in 1989, Kevin Foster completed a tour of 466 stations. During this period, challengers focused on visiting all active stations using only subway trains, with recognizing feats that established increasingly efficient sub-24-hour benchmarks. These attempts highlighted the system's complexity, with routes requiring hundreds of transfers across 25 lines covering 665 miles of track. The inaugural Guinness-recognized record was set by Kevin Foster on October 25–26, 1989, who completed the challenge solo in 26 hours, 21 minutes, and 8 seconds for 466 stations, marking the first verified full-system traversal and inspiring subsequent efforts. This time stood for 17 years until a team of six high school friends, including Bill Amarosa, shattered it on December 30–31, 2006, finishing in 24 hours, 54 minutes, and 3 seconds after starting at 2 a.m. and navigating delays from signal issues and crowds. In 2009, duo Matt Ferrisi and Chris Solarz further lowered the bar to 22 hours, 52 minutes, and 36 seconds on –23, employing route-planning software and minimal breaks to cover all stations with just one restroom stop. Team efforts dominated later records in this era, with a team of six British enthusiasts—Glen Bryant, Adham Fisher, Martin Hazel, Andi James, Peter Smyth, and Steve Wilson—setting a mark of 22 hours, 26 minutes, and 2 seconds on November 18–19, 2013, starting at and ending at South Ferry after 155 transfers. The era's fastest solo time came from Matthew Ahn in January 2015, who visited all 468 stations in 21 hours, 49 minutes, and 35 seconds, leveraging optimized paths amid peak-hour crowds. Verification for these records relied on detailed logs, timestamped photographs or videos at each station, and witness statements submitted to , ensuring compliance with rules prohibiting walking between stations or using non-subway transport. Challenges arose from fluctuating active station counts due to temporary closures for maintenance or events, requiring challengers to adapt routes on the fly while maintaining proof of visits. By , these sub-24-hour achievements had solidified the challenge's prestige, but with the system's expansion to 469 stations in and further growth to 472 by , the 468-station records became historical benchmarks, no longer eligible for ongoing competition.

Records for 469 Stations

The period from September 2015 to January 2017 marked a transitional phase in the Challenge following the opening of the 7 line extension on September 13, 2015, which added the and increased the total number of stations to 469. This development invalidated all prior records set under the previous 468-station configuration, compelling participants to revise their routes and strategies to incorporate the new endpoint in Manhattan's Far West Side. The adjustment necessitated rerouting efforts to efficiently integrate the station without significantly disrupting the overall itinerary, highlighting the challenge's sensitivity to infrastructural changes. In August 2016, Matthew Ahn established the Guinness World Record for the fastest completion of the 469-station challenge, achieving it solo in 21 hours, 28 minutes, and 14 seconds. Starting and ending at the , Ahn's meticulously planned route leveraged express trains, minimal walking transfers, and precise timing to navigate the system's 665 miles of track. This performance surpassed his own previous mark from 2015 (set for 468 stations in 21 hours and 49 minutes) and demonstrated incremental optimizations in pacing and station verification methods. The inclusion of the new station posed logistical hurdles, as its remote location required additional travel time and exposed challengers to potential delays from nearby construction projects in Hudson Yards. Verification protocols, including timestamped photographs at each stop, became more rigorous to account for these disruptions while ensuring compliance with Guinness guidelines. Despite these obstacles, Ahn's record underscored the evolving nature of the challenge during this era. This 469-station configuration endured briefly until the January 1, 2017, opening of the Second Avenue Subway's first phase, which introduced three new stations (72nd Street, 86th Street, and 96th Street) and elevated the total to 472, rendering the 2016 benchmarks obsolete. Nonetheless, efforts like Ahn's contributed to foundational advancements in route planning software and endurance tactics that influenced subsequent records.

Records for 472 Stations

The New York City Subway has maintained a total of 472 stations since the completion of the Second Avenue Subway Phase 1 extension in January 2017, which added three new stops at 72nd Street, 86th Street, and 96th Street, establishing the current system standard as of 2025. This configuration incorporates the full network across 25 lines and five boroughs, requiring challengers to navigate approximately 665 miles of track. The current Guinness World Record for the fastest solo completion of all 472 stations is held by Kate Jones of , who accomplished the feat in 22 hours, 14 minutes, and 10 seconds on April 17–18, 2023. Jones's achievement marked the first time a woman has held this record in the challenge's nearly 60-year history, surpassing prior benchmarks adjusted for the expanded station count. Her success followed months of route planning, including two backup itineraries, and came after three unsuccessful prior attempts. As of November 2025, no subsequent attempts have broken this record. In 2025, notable efforts included an unsuccessful attempt by travel vloggers Kara and Nate to finish the challenge in under 22 hours during an expedition, highlighting ongoing interest despite logistical hurdles like delays and transfers. Team-based runs have reported times around 20 to 21 hours in non-official contexts, leveraging coordinated strategies to minimize wait times. Guinness verification for these records relies on modern tools such as GPS tracking and continuous video documentation to confirm every station visit, with rules prohibiting breaks exceeding 10 minutes to maintain the challenge's integrity. Algorithmic optimizations indicate a theoretical minimum completion time of about 20 hours and 42 minutes, factoring in ideal train schedules and minimal transfers, though real-world variables like service disruptions often extend actual durations.

Notable Participants and Attempts

Record Holders and Solo Challengers

Kate Jones, a Swiss expatriate and former New Yorker, achieved the Guinness World Record for the fastest solo time to visit all 472 New York City subway stations in 22 hours, 14 minutes, and 10 seconds on April 17-18, 2023, becoming the first woman to hold the official record. Her accomplishment followed months of meticulous planning, including the development of two backup routes, and came after three prior unsuccessful attempts, highlighting her determination as a transit enthusiast drawn back to the city she once called home. Solo challengers face unique hurdles without team support, such as self-navigation through complex route optimizations, managing personal fatigue over extended periods, and handling unexpected delays independently, which demand exceptional endurance and . Motivations for these solo efforts often include personal achievement, surpassing individual bests, or raising funds for charity, as seen in various documented attempts where participants endure physical and mental strain to complete the marathon-like journey. Jones's record-setting run demonstrated remarkable efficiency, incurring minimal delays even amid typical weekend crowds, a testament to her preparation and timing choices. Prior to the , historical solo attempts through the evolving subway network—accounting for station counts around 468—typically averaged 23 to 25 hours, reflecting less optimized routes and fewer digital planning tools available at the time. The legacy of solo record holders like Jones has notably advanced gender diversity in the challenge, inspiring more women to participate in what was previously male-dominated, while the solo category now predominates Guinness listings as of 2025, underscoring a shift toward individual feats in official recognitions. Earlier pioneers, such as computer programmer Peter Samson, who originated the challenge in 1967 with a 25-hour, 50-minute team effort using early computational route planning, laid the groundwork for these solo evolutions by emphasizing systematic optimization.

Teams and Non-Record Efforts

Teams have played a significant role in the Subway Challenge, often employing collaborative strategies that leverage group dynamics for efficiency, though such efforts are typically ineligible for individual . In early attempts, like Peter Samson's 1967 completion with 15 volunteers who assisted in navigation and logistics using a computer-generated route, teams divided labor to monitor schedules, scout platforms, and relay information, enabling a 25-hour, 50-minute finish across 425 stations. Similar dynamics appeared in a 2006 attempt by six Regis High School alumni, who coordinated pacing and station checks to cover 468 stations in 24 hours, 54 minutes, and 3 seconds—setting a record at the time—after reaching 317 stations in 16 hours despite challenges with group synchronization. Non-record efforts highlight the challenge's appeal beyond competition, focusing on , , and enjoyment. In October 2025, YouTubers Kara and Nate, supported by planner and a small crew, completed all 472 stations in approximately 22 hours, emphasizing an educational narrative on the subway's scale and history rather than record-breaking, with rules requiring doors to open at each stop for verification. Enthusiast communities occasionally organize group runs, such as informal meetups that complete the circuit in 24 to 30 hours, prioritizing shared experiences over speed. Variations of the challenge include themed or relaxed group endeavors that incorporate breaks or specific goals. For instance, some teams pursue charity-linked runs to raise for transit improvements, adapting the format to include stops for discussions or . Informal "fun" challenges often feature , like photographing unique station art during extended journeys, allowing participants leisure time while still covering all stations. These team-based and non-record pursuits frequently achieve faster overall times than solo efforts through relays and support, but they do not qualify for official solo records due to collaborative rules. Such activities have bolstered growth among transit enthusiasts, inspiring online discussions and repeat group events that deepen appreciation for the subway system.

Cultural and Broader Impact

The Subway Challenge has garnered attention in journalistic coverage, particularly through , which documented record attempts starting in the . For instance, a 2016 article highlighted Matthew Ahn's Guinness World Record for visiting all 469 stations in 21 hours, 28 minutes, and 14 seconds, emphasizing the logistical intricacies of navigating the system. The outlet also produced a companion video short illustrating the feat, underscoring the challenge's appeal as a test of urban navigation. Online platforms have amplified the challenge's visibility, with creators producing engaging content around attempts. In October 2025, travel vloggers Kara and Nate released a video chronicling their 22-hour effort to visit all 472 stations, which amassed over 700,000 views and showcased the physical and planning demands involved. communities, such as r/nycrail, host discussions on strategies, record progressions, and personal attempts, fostering a niche following among transit enthusiasts. These portrayals in media reflect the Subway Challenge's embodiment of New York City's fast-paced identity and the subway's role as a symbol of urban endurance, drawing interest from beyond dedicated railfans to broader audiences intrigued by feats of determination and city exploration. The Subway Challenge has fostered a dedicated of transit enthusiasts who share strategies, route optimizations, and personal attempts to complete the feat. A prominent hub is the "NYC Subway Challenge: Riding Every Line and Station" group, where members discuss planning, track historical records, and exchange experiences related to navigating the system's 472 stations. The contributes to broader transit exploration through events like Nostalgia Rides, which allow participants to experience historic subway cars and learn about the system's evolution, indirectly inspiring interest in challenges like the Subway Challenge. Kate Jones's 2023 record as the first woman to complete the challenge in 22 hours, 14 minutes, and 10 seconds has highlighted efforts toward greater inclusivity in the activity, previously dominated by male participants. By 2025, the challenge has grown from a niche pursuit to a more accessible , with increased public attempts documented on platforms like , reflecting broader community participation in transit exploration.

Extensions to Other Systems

Challenges in Other U.S. Cities

The Subway Challenge has inspired similar endeavors in other major U.S. transit systems, where participants adapt the core objective of visiting every station in the shortest possible time to the unique scale and layout of each network. These challenges typically follow scaled rules, such as using only the system's rail lines without exiting stations or employing external transport, and often rely on informal tracking via apps like or personal documentation rather than official recognition. The influence of the original is evident, as many participants are cross-city enthusiasts who apply similar preparation techniques to smaller or differently configured systems. In Chicago, the CTA's 'L' system, with its 146 stations across eight lines, has seen dedicated attempts since at least 2011, when a team completed the challenge in 9 hours and 36 minutes, establishing an early benchmark for the sprawling elevated and subway network. More recent efforts highlight the logistical hurdles posed by the system's extensive coverage and variable service frequencies; for instance, in March 2023, local enthusiasts embarked on a group quest to beat the standing record, navigating delays and emphasizing the need for precise timing during peak hours. A 2025 Guinness-sanctioned solo attempt by an 11-year-old rider aimed to finish under 9 hours and 15 minutes but extended to over 10 hours due to winter weather, underscoring the environmental factors that can impact completion times in the Midwest. In November 2025, three friends completed the challenge in 9 hours amid snowfall, aiming to set a new Guinness World Record. Community-driven records typically range from 9 to 15 hours, reflecting the 'L's blend of rapid transit and surface-level segments. Washington, D.C.'s , comprising 98 stations on six lines, offers a more compact challenge that has attracted speedrunners since the early , with informal records evolving into documented feats. In 2012, a solo rider visited all stations in a single day, issuing an open challenge to others and highlighting the system's efficient but limited transfers. By 2023, three students set a notable benchmark of 8 hours, 4 minutes, and 12 seconds, leveraging the Metro's consistent headways and avoiding the Silver Line's outer extensions to optimize their route. A 2025 group effort, which required swiping in and out at each station to simulate real commuter behavior, took 15 hours and 35 minutes, demonstrating how stricter rules can extend durations while testing the network's fare system and station dwell times. These sub-10-hour completions emphasize the Metro's centralized design, contrasting with more decentralized U.S. systems. Boston's MBTA, known as the T, presents a weather-sensitive variation with 128 stations across its four subway lines (Red, Orange, Green, and Blue), where harsh New England winters can disrupt schedules and add urgency to attempts. In 2021, Maya Jonas-Silver established a Guinness-recognized record of 7 hours, 4 minutes, and 29 seconds by traversing every station on these lines, beating the prior mark by 25 minutes through meticulous route planning that accounted for the Green Line's branching branches. Earlier attempts, such as a 2013 effort by international challenger Adham Fisher targeting an 8-hour completion, illustrate the T's challenges with aging infrastructure and frequent slowdowns. Community benchmarks often hover around 7 to 10 hours, influenced by the system's above-ground exposures that amplify seasonal impacts. In , the system, with approximately 76 and trolley stations, features informal community benchmarks rather than formalized records, often shared among local transit advocates. Enthusiasts have documented completions around 13 hours, adapting NYC-inspired strategies to SEPTA's Market-Frankford and Broad Street Lines while navigating surface trolleys and integrations. These efforts highlight scaled adaptations for hybrid systems, where participants track progress via personal logs or apps to establish unofficial standards. Los Angeles Metro, expanding toward about 100 rail stations by 2025 with ongoing light rail extensions, remains an emerging venue for such challenges, influenced by cross-country participants but lacking established records due to its developing network. The system's sprawling layout across six lines poses unique endurance tests, with informal attempts focusing on the heavy rail segments while anticipating future benchmarks as projects like the Purple Line complete.

International Variations

The Subway Challenge has inspired similar pursuits worldwide, adapted to local transit networks' scale, rules, and cultural contexts. These international equivalents typically involve visiting every station on a metro system within the shortest time, often starting at dawn and concluding late at night, with allowances for walking between nearby stations but prohibitions on non-public transport. recognizes many such feats, emphasizing verified routes, timestamps, and adherence to operational hours. Variations highlight regional differences, such as denser European networks favoring historical exploration versus Asia's expansive, tech-enabled systems prioritizing efficiency. In , the Tube Challenge targets the Underground's 272 stations across 11 lines, with the current record of 17 hours, 46 minutes, and 48 seconds set by Robin Otter and Thomas Sheat in 2024. Participants must navigate 250 miles of track, often incorporating the system's Victorian-era architecture and disused stations for strategic shortcuts, reflecting Europe's emphasis on historical transit heritage. Similarly, the Challenge covers 308 stations on 16 lines, where Steve Wilson and Andy James achieved the record of 12 hours, 50 minutes, and 53 seconds in 2023; its multilingual signage and tourist-oriented design make it accessible for international challengers. In , the U-Bahn Challenge focuses on 175 stations over nine lines, with Adham Fisher's rested record of 6 hours, 53 minutes, and 24 seconds from 2014 underscoring the network's compact layout and inclusion of elevated sections tied to the city's divided past, including ghost stations like those sealed during the . Asian adaptations scale up dramatically due to mega-systems' vastness. Tokyo's subway challenge encompasses 285 stations on 13 lines ( and ), where Shona Noguchi set the record of 13 hours and 53 minutes in 2024, leveraging real-time apps like Hyperdia for precise timing amid high-frequency service. Shanghai's Metro, the world's largest by route length at over 800 kilometers with 505 stations on 19 lines, features informal all-stations attempts; an early 2009 effort completed then-~200 stations in 10 hours and 14 minutes, but modern challenges often hybridize riding all lines with walking, achieving sub-24-hour completions amid the system's rapid expansion and app-integrated planning tools. These reflect Asia's tech-driven transit culture, where digital aids optimize routes in densely packed urban environments. In , the Metro Challenge visits all 300 stations across 14 lines, with informal records like a 2016 attempt targeting 203 stations in 12.5 hours; by 2025, trends incorporate hybrid walking-subway strategies in outer ring lines, blending the system's Stalinist-era opulence—such as chandelier-lit halls—with practical navigation of its 326-mile extent. Globally, these challenges remain unofficial outside analogs, fostering communities that adapt rules to local contexts, from Europe's heritage tours to Asia's efficiency races, without direct ties to U.S. domestic variants.

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