10/21/2021
Planning for a subway line in New York City dates to 1864.[7]: 21 However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature authorized the Rapid Transit Act.[7]: 139–140 The subway plans were drawn up by a team of engineers led by William Barclay Parsons, chief engineer of the Rapid Transit Commission. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx.[8]: 3 A plan was formally adopted in 1897,[7]: 148 and all legal conflicts concerning the route alignment were resolved near the end of 1899.[7]: 161
The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900,[9] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[7]: 165 In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[8]: 4 Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[7]: 182
The 86th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 82nd Street to 104th Street, for which work had begun on August 22, 1900. Work for that section had been awarded to William Bradley.[9] The 86th Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the West Side Branch.[4][7]: 186
Service changes and station renovations Edit
View of the transition between the original platform section and the later platform extension
After the first subway line was completed in 1908,[10] the station was served by local trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street) and East Side (now the Lenox Avenue Line). West Side local trains had their southern terminus at City Hall during rush hours and South Ferry at other times, and had their northern terminus at 242nd Street. East Side local trains ran from City Hall to Lenox Avenue (145th Street).[11] In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, thereby dividing the original line into an "H"-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line, and all local trains were sent to South Ferry.[12]
To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening platforms at stations along the original IRT subway.[13]: 168 As part of a modification to the IRT's construction contracts, made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $41.7 million in 2020) spent on platform lengthening, $500,000 (equivalent to $13,887,500 in 2020) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[14]: 15 Platforms at local stations, such as the 86th Street station, were lengthened by between 20 to 30 feet (6.1 to 9.1 m). Both platforms were extended to the north and south.[14]: 111
In 1927, an additional staircase was constructed from the uptown platform to the northeastern corner of 86th Street and Broadway by Patteli & Wilson for $25,300.[15][16] In 1932, the entrance at the southeastern corner of 86th Street and Broadway was relocated from the easterly curb of Broadway to the southern building line of 86th Street. The new entrance did not have a kiosk.[17]
The IRT routes were given numbered designations with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service. The first such fleet, the R12, was put into service in 1948.[18] The Broadway route to 242nd Street became known as the 1 and the Lenox Avenue route as the 3.[19]
The original IRT stations north of Times Square could barely fit local trains of five or six cars depending on the configuration of the trains. Stations on the line from 50th Street to 96th Street, including this station but excluding the 91st Street station, had their platforms extended in the 1950s to accommodate ten-car trains as part of a $100 million rebuilding program.[20] The contract to extend the platforms at 79th Street and 86th Street was awarded to Delma Engineering Corporation for $1,867,705 in 1957 (equivalent to $17,210,000 in 2020).[21] The platform extensions at the local stations were completed by early 1958.[20] As part of the contract to extend the platform at this station, additional entrances were constructed.[22]
Once the project was completed, all 1 trains became local and all 2 and 3 trains became express, and eight-car local trains began operation. Increased and lengthened service was implemented during peak hours on the 1 train on February 6, 1959.[23] Due to the lengthening of the platforms at 86th Street and 96th Street, the intermediate 91st Street station was closed on February 2, 1959, because it was too close to the other two stations.[24][20]
87th Street downtown entrance
In 1985, art and mosaics were installed in the station for $200,000 (equivalent to $481,000 in 2020). The cost was covered by Haines, and was done as part of the construction of The Bromely at 85th Street and Broadway. The following year, the entrance to the southwestern corner of 87th Street and Broadway was relocated into a building, The Boulevard at 246 West 87th Street. The $1,270,000 cost of the project (equivalent to $3,056,000 in 2020) was borne by the developer, Eichner. The entrance was constructed to supplant public infrastructure improvements required by the New York City Housing Quality Program for the construction of The Boulevard, which in turn allowed the developer to increase the height of the development.[25][26]
In April 1988,[27] the New York City Transit Authority unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a skip-stop service: the 9 train.[28] When skip-stop service started in 1989, it was only implemented north of 137th Street–City College on weekdays, and 86th Street was served by both the 1 and the 9.[29][30][31] Skip-stop service ended on May 27, 2005.[32][33]
