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The Port Authority Trans-Hudson (PATH) is a rapid transit railroad linking Manhattan, New York with New Jersey, and providing service to Jersey City, Hoboken, Harrison, and Newark. It is operated by the Port Authority of New York and New Jersey. PATH is one of the few rapid transit systems in the world that operate 24 hours a day, 7 days a week. While some PATH stations are adjacent to New York City Subway, Newark Light Rail and Hudson-Bergen Light Rail stations, there are no free transfers as the four systems operate independently. PATH spans 13.8 miles (22.2 km) of route mileage, not including any route overlap.[2] PATH trains only use tunnels in Manhattan, Hoboken and downtown Jersey City). The tracks cross the Hudson River through century-old cast iron tubes that rest on the river bottom under a thin layer of silt. PATH's routes from Grove Street in Jersey City west to Newark run in open cuts, at grade level, and on elevated track. As of the 4th quarter of 2007, PATH has an average weekday ridership of 246,000.[3]
History
The history of PATH, originally known as the Hudson and Manhattan Railroad, predates the first underground line of the New York City Subway (the IRT). Although the railroad was first planned in 1874, existing technologies could not safely tunnel under the Hudson River. Construction began on the existing tunnels in 1890, but stopped shortly thereafter when funding ran out. Construction did not resume until 1900 under the direction of William Gibbs McAdoo, an ambitious young lawyer who had moved to New York from Tennessee. McAdoo would later become president of what would, for many years, be known as the H&M, Hudson Tubes or McAdoo Tunnels.[4] Construction of the tunnelsThe first tunnel (the northernmost of the uptown pair) was originally built without an excavation shield or iron construction because the chief engineer of the time, DeWitt Haskins, believed that the river silt was strong enough to maintain the tunnel's form (with the help of compressed air) until a 2 1/2 foot (76 cm) thick brick lining could be constructed. Haskins' plan was to excavate the tunnel, then fill it with compressed air to expel the water and to hold the iron plate lining in place. They succeeded in building the tunnel out by approximately 1,200 feet (366 m) from Jersey City until a series of blowouts — including a particularly serious one in 1880 that took the lives of 20 workers — ended the project.[4] When the New York and Jersey Tunnel Company resumed construction on the tunnels in 1902, they employed a different method of tunneling using tubular cast iron plating. An enormous mechanical shield was pushed through the silt at the bottom of the river. The displaced mud would then be placed into a chamber, where it would later be shoveled into small cars that hauled it to the surface.[citation needed] In some cases, the silt would be baked with kerosene torches to facilitate easier removal of the mud. The southernmost tunnel of the uptown pair, as well as the downtown tunnels, were all constructed using the tubular cast iron method.
The tunnels in Manhattan, on the other hand, employed cut and cover construction methods. Hudson and Manhattan Railroad yearsThe first trains ran in 1907 and revenue service started between Hoboken and 19th Street at midnight on February 26, 1908. On July 19, 1909, service began between Lower Manhattan and Jersey City, through a set of tunnels located about 1¼ miles (2 km) south of the first pair. After the completion of the uptown Manhattan extension to 33rd Street and the westward extension to Newark and the now-defunct Manhattan Transfer in 1911, the Hudson and Manhattan Railroad was considered to be complete. The cost of the entire project was estimated at between $55 and $60 million, equal to more than $1 billion in present-day dollars[5][6] Originally, the Hudson Tubes were designed to link the major railroad stations in New Jersey — the Lackawanna station in Hoboken, the Erie and PRR stations in Jersey City — with New York City. While it still provides a connection to train stations in Hoboken and Newark, the commuter train stations at Erie (now Pavonia-Newport) and Exchange Place (the PRR station) have since closed down. Towards the end of the 20th century the old rail yards at Pavonia and Exchange Place were replaced with large-scale office, residential, and retail developments. 
The original plan included an agreement between H&M and the Pennsylvania Railroad whereby PRR traffic headed for Lower Manhattan would transfer at Manhattan Transfer to the Hudson Tubes, and H&M would operate all traffic — ferry, train, or tube — between Lower Manhattan and Newark. The Tubes would also take over operation of the Jersey City Pennsylvania Railroad Harborside Terminal station at Exchange Place, when the new Pennsylvania Station in midtown Manhattan were to open, which would have its own tunnel under the Hudson River.[citation needed] Penn Station in Manhattan did open some ten years later,[citation needed] but the plans had changed;[citation needed] the PRR maintained operation of its Jersey City Station and they also maintained their ferries between Exchange Place and Lower Manhattan. Additionally, the route between Journal Square (then Summit Avenue) and Newark became a joint operation of the H&M and PRR. Attempts to extend the Tubes to Astor Place and Grand Central Terminal failed, even after some construction began on the extension. There was also a plan to build an extension from the curve west of Hoboken Terminal to where Secaucus Junction is now, and a plan for a north-south connection from the 33rd Street Station south on Broadway to Union Square and then a new alignment to Hudson Terminal. The opening of the Holland Tunnel in 1927, coupled with the Depression that began shortly after, marked the decline of the Hudson and Manhattan Railroad. Later, the construction of the Lincoln Tunnel and the George Washington Bridge further enticed people away from the railroad. All of these tunnels were intended to increase the flow of auto-traffic, providing an alternative to the railway. 
Early timeline
Port Authority takeoverPromotions and other advertising proved ineffectual at slowing the financial decline. In the 1950s, H&M fell into bankruptcy, but continued to operate. It remained under bankruptcy court protection for years, a source of embarrassment. For decades, New Jersey politicians asked the Port Authority to operate the vital transit link, but Port Authority officials were reluctant to assume the money-losing operation, and New York politicians did not want extra Port Authority money spent in New Jersey. The World Trade Center finally enabled the three parties to compromise. The Port Authority agreed to purchase and maintain the Tubes in return for the rights to build the World Trade Center on the land occupied by H&M's Hudson Terminal, which was the Lower Manhattan terminus of the Tubes. In 1962, the Hudson and Manhattan Railroad Company ceased operation of the Hudson Tubes, and service began through the Port Authority Trans-Hudson Corporation (PATH), a subsidiary organization of the Port Authority. Upon taking over the H&M Railroad, the Port Authority spent $70 million to modernize PATH's infrastructure.[19] During the 1980s, the PATH system experienced substantial growth in ridership, which meant the infrastructure needed expansion and rehabilitation. The Port Authority announced a plan in 1988 to upgrade the infrastructure so that stations on the Newark-WTC line could accommodate longer 8-car trains while 7-car trains could operate between Journal Square and 33rd Street.[20] In August 1990, the Port Authority put forth a $1 billion plan to renovate the PATH stations and add new rail cars.[21] To help provide revenue, the Port Authority installed video monitors in its stations that display advertising.[22] At that time, the Port Authority incurred a $135 million deficit annually, which it sought to alleviate with a fare hike to reduce the per passenger subsidy.[23] By 1992, the Port Authority had spent $900 million on infrastructure improvements, including track repairs, modernizing communications and signaling, new ventilation equipment, and they installed elevators at most stations to accommodate the disabled. A new car maintenance facility was also added in Harrison, at a cost of $225 million.[24] On December 11, 1992, a storm caused extensive flooding in the PATH tunnels, resulting in the system being out of service for 10 days. A 2,500 to 3,000 ft section of track between Hoboken and Pavonia was flooded, as were other locations within the system. This was the longest period of disruption since a 2 1/2 month strike in 1980.[25]When the 1993 World Trade Center bombing occurred, a section of ceiling in the PATH station collapsed and trapped dozens.[26] Nonetheless, the PATH station did not suffer any structural damage.[27] Within a week, the Port Authority was able to resume PATH service to the World Trade Center.[28] After September 11th
The World Trade Center station, which is one of PATH's two New York terminals, was destroyed on September 11, 2001. Just prior to the collapse, the station was closed and any waiting passengers that were in the station were evacuated by a train that was already inside the terminal. With the station destroyed, service to Lower Manhattan was suspended for over two years. Exchange Place, the next station on the Newark–World Trade Center line, also had to be closed because it could not operate as a "terminal" station.[29] Instead, two uptown services (Newark–33rd Street (red) and Hoboken–33rd Street (blue)) and one intrastate New Jersey service (Hoboken-Journal Square (green)) were put into operation. Only one after-hours train was put into service, Newark–33rd Street (via Hoboken). Restoration of service to Exchange PlaceModifications were made to a stub end tunnel (also known as the Penn Pocket, which was originally built for short turn World Trade Center to Exchange Place runs to handle PRR commuters from Harborside Terminal) to allow trains from Newark to reach the Hoboken bound tunnel and vice versa. The modifications required PATH to bore through the bedrock dividing the stub tunnel and the tunnels to and from Newark. The new Exchange Place station opened in June 2003. Because of the original alignment of the tracks, trains to/from Hoboken use separate tunnels from the Newark service.[citation needed] From Newark, trains would cross over to the Newark/Hoboken bound track just north of Exchange Place. The train would then reverse direction and go to Hoboken. From Hoboken, trains would enter on the Manhattan bound track at Exchange Place. The train would then reverse direction and use several switches west of the station to go to the Newark bound tracks before entering Grove Street.[citation needed] Restoration of service to World Trade Center
PATH service to Lower Manhattan was restored when a $323 million temporary station opened on November 23, 2003; the inaugural train was the same one that had been used for the evacuation. The new station still contains portions of the original station but it does not have heating or air conditioning systems installed, and is very functional in its design. The temporary entrance was closed and demolished on July 1, 2007 to make way for the permanent station, with the Church Street station open. [30] On April 11, 2007, the Port Authority announced that it will build a new entrance to the World Trade Center PATH station on Vesey Street. The new entrance opened in March 2008, and the entrance on Church Street has since been demolished. The permanent World Trade Center PATH station, expected to be complete by 2009 at a cost of $2 billion, will likely be paid for through insurance settlements relating to the events of September 11th and through taxpayer funds from the states of New York and New Jersey.[citation needed] This project, according to The Star-Ledger of Newark, has been awarded to a joint-venture of Granite Construction North-East (formally Granite Halmar), Fluor Enterprises, Bovis Lend Lease, and Slattery Skanska. Bomb plot of 2006On July 7, 2006, an alleged plot to detonate explosives in the PATH tunnels (initially said to be a plot to bomb the Holland Tunnel) was uncovered by the Federal Bureau of Investigation. The plot included the detonation of a bomb that could significantly destroy and flood the tunnels, endangering all the occupants and vehicles in the tunnel at the time of the explosion. The terror planners believed that Lower Manhattan could, as a result of the explosion, be flooded due to river water surging up the remaining tunnel after the blast. Officials say that this plan was unsound due to the strength of the tunnels, and that it would require a large amount of explosives to explode. Since semi-trailer trucks are currently not allowed to pass through the Holland Tunnel, and it would be unfeasible to carry such a bomb on board a PATH train, it would be very difficult to get sufficient explosives into the tunnel to accomplish the plan. If the tunnel were to explode and allow water from the Hudson River to flood the (Holland) tunnel, Lower Manhattan would be spared since the area is 2-10 feet (1-3 meters) above sea level. Of the eight planners based in six different countries, three were arrested.[31] Centenary2008 was PATH's centenary. To commemorate this occasion, PATH offered free rides to its passengers on February 25, 2008 between 6AM and 11PM.[32] Cultural relevanceEvery year, around Thanksgiving, PATH employees light a decorated Christmas tree at a switching station in the tunnel used by trains running from 33rd Street and Hoboken into the Pavonia/Newport station. This tradition has continued since the 1950s when a signal operator, Joe Wojtowicz, started hanging a string of Christmas lights in the tunnel. While PATH officials were initially concerned about putting up decorations in the tunnel, they later acquiesced and the tradition continues to this day. After the September 11th, 2001 attacks, a back-lit U.S. flag was put up beside the tree as a tribute to the victims of the attacks.[33] Photography is prohibited on any PATH trains, or stations. A permit must be requested in advance with the Port Authority and the photographer must be accompanied by Port Authority personnel, but enforcement of this rule is spotty. However, PATH trains and stations have occasionally been the setting for music videos, commercials, and TV programs, sometimes as a stand-in for the New York City Subway. Notable examples are the video for the White Stripes's song "The Hardest Button to Button," which was taped at the 33rd Street Station [34]and the video for the song Rattled By The Rush by the band Pavement which was taped at Pavonia/Newport. In addition to the Law & Order: Special Victims Unit episode "Control," and the Law & Order episode "Tabula Rasa." On trains bound for Newark or Hoboken from World Trade Center, a short, zoetrope-like advertisement can be seen in the tunnel before entering Exchange Place. There is also one on 33rd Street trains between 14th and 23rd Streets near the abandoned 19th Street Station.[35] Service
PATH operates 24 hours a day, seven days a week. During normal hours, PATH operates four train services, using three terminals in New Jersey and two in Manhattan. Each line is represented by a unique color, which also corresponds to the color of the lights on the front of the trains. The Journal Square–33rd Street service is the only line represented by two colors (yellow and blue), since it is an after-hours combination of the Journal Square–33rd Street and Hoboken–33rd Street services. PATH management has two principal passenger outreach initiatives: the "PATHways" newsletter, distributed free at terminals, and the Patron Advisory Committee.[36][37] ServicesAfter 23:00 and before 06:00 Monday to Friday, and all-day Saturday, Sunday, and holidays, PATH operates two train services: Prior to April 9, 2006, Hoboken–World Trade Center and Journal Square–33rd Street services were offered on Saturday, Sunday, and holidays between 09:00 and 19:30. Ongoing construction of the permanent World Trade Center Station in Manhattan prompted the indefinite discontinuation of these services on Saturdays, Sundays, and holidays. They have been replaced with an all-day Journal Square–33rd Street service on those days. Passengers traveling from Hoboken to the World Trade Center must take the Journal Square–33rd Street service to Grove Street and transfer to the Newark–World Trade Center train. Station listingThere are currently 13 active PATH stations: FaresAs of March 2, 2008, the one-way fare is $1.75. A 20 trip multi-fare purchase costs $26 and 40 trips cost $52. A 10 trip fare option is $13. For unlimited ride cards, one-day cards cost $6, 7-day cards cost $18, and 30-day cards will cost $54. Senior fares are $1, but seniors are only able to pay the reduced fare with a SmartLink card. PATH QuickCards can be purchased from NJ Transit ticket vending machines, and from some private vendors in the vicinity of PATH stations. Single ride PATH tickets, valid for 2 hours from time of purchase, are available from MetroCard Vending Machines inside all PATH stations.[38] On October 24, 2008, the Port Authority announced that as of November 30, 2008, NJ Transit ticket machines on NJ Transit stations will no longer sell the QuickCard and as of December 31, 2008 NJ Transit ticket machines in PATH stations (Newark, Hoboken, Journal Square, Exchange Place, and Pavonia -Newport) will no longer sell the cards. The machines at the 33rd Street, Grove Street and WTC stations were removed earlier in 2008. http://panynj.gov/AboutthePortAuthority/PressCenter/PressReleases/PressRelease/index.php?id=1142 As of the 3rd Quarter of 2008, PATH has completed the inactivation of all turnstiles that accepted cash (in addition to the QuickCard, MetroCard and SmartLink card). These turnstiles will continue to accept the various cards as fare payment. SmartLink
The Port Authority installed new fare collection turnstiles at all PATH stations in 2005 and 2006. These turnstiles allow passengers to pay their fare with a PATH QuickCard or an MTA Pay-Per-Ride MetroCard — and, as of 2007, with a smart card, known as SmartLink. The project is part of a Port Authority project to implement usage of a regional smart card that could be used on transit systems throughout the New York metropolitan area. The new turnstile program first began at the World Trade Center station. PATH QuickCards are still only valid on the PATH rail system. In the fall of 2005, PATH and the MTA installed a number of MetroCard Vending Machines (MVM) on the concourse at the World Trade Center station and at the 30th Street entrance of the 33rd Street station. By the summer of 2006, MVMs were installed in all stations. These machines sell Pay-Per-Ride MetroCards and allow riders to refill SmartLink cards once they are introduced in 2007. In addition, these machines sell Single Ride PATH tickets for use only on the PATH system. The initial testing phase of the SmartLink system was delayed by several months due to software problems. It was originally intended to start in August 2006 and then was postponed to October 2006. Continuing problems moved the testing phase for Senior SmartLink cards to February 2007. The week of July 2, 2007, PATH began an initial roll out of the SmartLink card to the general public at the World Trade Center station. On July 23 the card was introduced at the 33rd Street terminal. On August 6 the card was introduced at the Hoboken terminal. Special vending machines that sell an 11 trip SmartLink card were installed at terminal stations. The cost of the card is $20 which includes 11 trips plus a $5 charge for the card. The cards can be registered online, allowing riders to retain unused trips in case the card is lost or stolen. A charge of $5 is assessed for a replacem | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
