ПУТЬ (железнодорожная система)

ПУТЬ
Поезд PATH из вагонов PA5 на линии Ньюарк – Всемирный торговый центр , пересекающий реку Пассаик по пути к Всемирному торговому центру.
Обзор
Владелец	Портовое управление Нью-Йорка и Нью-Джерси
Местный	Ньюарк / округ Гудзон, Нью-Джерси и Манхэттен , Нью-Йорк
Тип транзита	Пригородная железная дорога (де-юре) Быстрый транзит (де-факто)
Количество строк	4
Количество станций	13
Ежедневное количество пассажиров	185 600 (будние дни, 1 квартал 2024 г.)
Годовой пассажиропоток	55,109,100 (2023)
Штаб-квартира	ПУТЬ Плаза Джерси-Сити, Нью-Джерси
Веб-сайт	panynj.gov/path
Операция
Начало работы	25 февраля 1908 г. (как H&M Railroad) 1 сентября 1962 г. (как PATH)
Оператор(ы)	Управление порта Транс-Гудзонская корпорация
Количество автомобилей	350 автомобилей ПА5
Технический
Длина системы	13,8 миль (22,2 км)
Ширина колеи	4 фута 8 + 1 ⁄ 2 дюйма ( 1435 мм ) Стандартная колея
Электрификация	Третий рельс , 600 В постоянного тока
showКарта системы 33rd Street 28th Street 23rd Street 19th Street 14th Street never-built Astor Place spur Ninth Street Christopher Street Hudson Terminal World Trade Center Uptown & Downtown Hudson Tubes NY NJ Hoboken Terminal Exchange Place Newport Grove Street Waldo Yard Journal Square PATH Lift Bridge over Hackensack River Manhattan Transfer Harrison Car Maintenance Facility Harrison Centre Street│Dock Bridges over Passaic River Park Place Newark Penn Station Newark Airport (planned)

Port Authority Trans-Hudson ( PATH длиной 13,8 миль (22,2 км) ) — это система скоростного транспорта в Нью-Джерси северо-восточных городах — Ньюарк , Харрисон , Джерси-Сити и Хобокен , а также в Нижнем и Мидтауне Манхэттена в Нью-Йорке . Он действует как дочерняя компания, находящаяся в полной собственности Управления портов Нью-Йорка и Нью-Джерси . Поезда PATH ходят круглосуточно, круглый год; четыре маршрута, обслуживающие 13 станций, работают в дневное время в будние дни, а два маршрута - в выходные, поздно вечером и праздничные дни. Он пересекает реку Гудзон через чугунные туннели, уходящие на дно реки. Он работает как глубокое метро на Манхэттене и набережной Джерси-Сити / Хобокен; от Гроув-стрит в Джерси-Сити до Ньюарка поезда курсируют по открытым выемкам , на уровне уровня и по надземным путям . В 2023 году в системе было совершено 55 109 100 поездок, или около 185 600 в будний день в первом квартале 2024 года, что сделало ее пятой по загруженности системой скоростного транспорта в Соединенных Штатах .

Маршруты системы PATH первоначально эксплуатировались компанией Hudson & Manhattan Railroad (H&M) в Нью-Джерси , построенной для соединения набережной Гудзона с Нью-Йорком. Система начала работу в 1908 году и была полностью завершена в 1911 году. С тех пор закрылись три станции; два других были перемещены после перестройки западной конечной остановки. В 1920-х годах рост автомобильного транспорта и одновременное строительство мостов и туннелей через реку привели H&M к финансовому упадку во время Великой депрессии , от которой компания так и не оправилась, и она была вынуждена обанкротиться. в 1954 году В результате сделки, которая открыла путь к строительству первоначального Всемирного торгового центра , администрация порта выкупила H&M из-под управления в 1962 году и переименовала его в PATH. В 2000-х и 2010-х годах система значительно пострадала от стихийных бедствий, поразивших регион, в первую очередь от терактов 11 сентября и урагана «Сэнди» . Как частные, так и государственные заинтересованные стороны предложили расширить услугу PATH в Нью-Джерси, а также расширить ее до Международный аэропорт Ньюарк Либерти может быть построен в 2020-х годах.

Хотя PATH уже давно работает как система скоростного транспорта, по закону это пригородная железная дорога, находящаяся под юрисдикцией Федерального управления железных дорог (FRA). Его полоса отвода между Джерси-Сити и Ньюарком расположена в непосредственной близости от железнодорожных путей Conrail , NJ Transit и Amtrak , а также делит мост Док с междугородними и пригородными поездами. Поэтому все операторы поездов PATH должны иметь лицензию инженеров железнодорожного транспорта, и требуются дополнительные проверки. По состоянию на 2023 год , PATH использует один класс подвижного состава - PA5.

История

Гудзон и Манхэттенская железная дорога

Система PATH появилась раньше нью-йоркского метрополитена , первой линии которой управляла компания Interborough Rapid Transit Company . Строительство Гудзонско-Манхэттенской железной дороги (H&M) планировалось в 1874 году, но в то время было невозможно безопасно проложить туннель под рекой Гудзон . Строительство существующих туннелей началось в 1890 году, но вскоре остановилось, когда закончилось финансирование. Оно возобновилось в 1900 году под руководством Уильяма Гиббса Макаду , амбициозного молодого юриста, переехавшего в Нью-Йорк из Чаттануги, штат Теннесси , и позже ставшего президентом H&M. Железная дорога стала настолько тесно связана с Макаду, что в первые годы ее существования ее линии назывались трубами Макаду или туннелями Макаду.

Строительство

Основные статьи: Uptown Hudson Tubes и Downtown Hudson Tubes

Один из первоначальных планов с ответвлениями к терминалу Центральной железной дороги Нью-Джерси (внизу слева) и линии IRT на Лексингтон-авеню на Астор-Плейс (в центре).

Строительство первого туннеля, который теперь называется Uptown Hudson Tubes , началось в 1873 году. Главный инженер Девитт Хаскин построил туннель, используя сжатый воздух , чтобы открыть пространство в грязи, а затем обложить его кирпичом. Таким образом железная дорога прошла на расстоянии 1200 футов (366 м) от Джерси-Сити. пока судебный иск не остановил работу; несчастные случаи, в том числе особенно серьезная в 1880 году, в результате которой погибло 20 рабочих, вызвали дополнительные задержки. Проект был заброшен в 1883 году из-за нехватки средств. Попытка британской компании между 1888 и 1892 годами также потерпела неудачу.

Гудзонские туннели вскоре после их завершения

Когда в 1902 году железнодорожная компания Нью-Йорка и Нью-Джерси возобновила строительство городских труб, ее главный инженер Чарльз М. Джейкобс применил другой метод. Он приказал рабочим протолкнуть туннельный щит через грязь, а затем поместить трубчатую чугунную обшивку вокруг трубы. Таким образом, северная труба туннеля на окраине города была завершена вскоре после возобновления работ. и южная труба была построена таким же образом. Строительство труб в верхней части города было завершено в 1906 году.

К концу 1904 года Совет комиссаров по скоростному транспорту города Нью-Йорка дал компании разрешение на строительство новой линии метро через центр Манхэттена , которая соединится с метро Uptown Hudson Tubes, а также 26-летние исключительные права на эту линию. Линия Мидтауна Манхэттена будет идти на восток под Кристофер-стрит, а затем повернуть на северо-восток под Шестой авеню , а затем продолжиться под Шестой авеню до конечной остановки на 33-й улице .

В январе 1905 года компании Hudson с капиталом в 21 миллион долларов были зарегистрированы для завершения строительства Uptown Hudson Tubes и строительства линии Шестой авеню, а также строительства второй пары туннелей, нынешних Downtown Hudson Tubes . Компания H&M была зарегистрирована в декабре 1906 года для управления системой пассажирских железных дорог между Нью-Йорком и Нью-Джерси через метро Uptown и Downtown.

Нынешние метро Downtown Hudson Tubes были построены примерно 1 + 1 ⁄ мили (2,0 км) к югу от первого. Три года строительства методом трубчатого литья завершились в 1909 году. Туннели в верхней части города и в центре города имели две трубы, каждая с одной однонаправленной путью. Восточные участки туннелей на Манхэттене были построены открытым методом.

Открытие

Станция Парк-Плейс в Ньюарке была конечной станцией H&MRR до завершения строительства станции Ньюарк-Пенн в конце 1930-х годов.

Испытательные пробеги порожних поездов начались в конце 1907 года. Налоговое сообщение началось между терминалом Хобокен и 19-й улицей в полночь 26 февраля 1908 года, когда президент Теодор Рузвельт нажал кнопку в Белом доме , которая включила электрические линии в метро в верхней части города (первый поезд с пассажирами, все избранные чиновники, был бег накануне). Это стало частью нынешней линии Хобокен – 33-я улица . Система H&M питалась от напряжением 650 В постоянного тока третьей линии напряжением 11 000 В , которая, в свою очередь, получала электроэнергию от системы электропередачи с тремя подстанциями. Подстанциями были электростанция Джерси-Сити , а также две меньшие подстанции на станциях Christopher Street и Hudson Terminal .

Расширение H&M с 19-й улицы до 23-й улицы открылось в июне 1908 года. В июле 1909 года началось сообщение между терминалом Гудзон в Нижнем Манхэттене и Exchange Place в Джерси-Сити через метро в центре города. Сообщение между Exchange Place и перекрестком возле терминала Хобокен открылось две недели спустя. формируя основной маршрут линии терминала Хобокен-Гудзон (ныне Хобокен-Всемирный торговый центр ). В сентябре была открыта новая линия, проходящая между 23-й улицей и терминалом Гудзон. Почти год спустя магазин H&M был расширен от Exchange Place на западе до Grove Street . а линия 23-я улица – Терминал Гудзона была перенаправлена ​​на Гроув-стрит, став частью нынешней линии Журнал-сквер – 33-я улица . Также была создана четвертая линия, Гроув-стрит – Терминал Гудзона (ныне линия Ньюарк – Всемирный торговый центр ). В ноябре 1910 года линии Хобокен – 23-я улица и Гроув-стрит – 23-я улица были продлены с 23-й улицы до 33-й улицы .

Линия терминала Гроув-стрит – Гудзон была продлена на запад от Гроув-стрит до Манхэттен-Трансфер в октябре 1911 года. а затем в Парк-Плейс в Ньюарке 26 ноября того же года. После завершения расширения Манхэттена до 33-й улицы и расширения на запад до ныне несуществующей конечной остановки Manhattan Transfer и Park Place Newark в 1911 году строительство H&M было завершено. Окончательная стоимость оценивалась в 55–60 миллионов долларов. Остановка на Саммит-авеню (ныне Джорнал-сквер), расположенная между Гроув-стрит и Манхэттен-Трансфер, открылась в апреле 1912 года как заправочная станция на конечной линии Ньюарк-Гудзон, хотя в то время использовалась только одна платформа. Станция была завершена к февралю 1913 года, что позволило прекратить движение с 33-й улицы. Последняя станция, в Харрисоне , открылась месяц спустя.

Внешние связи и незавершенные расширения

Первоначально трубы Гудзона были спроектированы для соединения трех основных железнодорожных терминалов на реке Гудзон в Нью-Джерси — железной дороги Эри (Эри) и железной дороги Пенсильвании (PRR) в Джерси-Сити, а также железных дорог Делавэра, Лакаванны и Западной железной дороги (DL&W) в Хобокене. с Нью-Йорком. Хотя PATH по-прежнему соединяется с железнодорожными станциями в Хобокене и Ньюарке, терминал Эри Павония на территории нынешнего Ньюпорта и терминал PRR на станции Exchange Place были закрыты и снесены. На первых порах велись переговоры о том, чтобы Нью-Йоркский Пенсильванский вокзал также был разделен между двумя железными дорогами. В 1908 году Макаду предложил построить ветку H&M на юге до терминала Центральной железной дороги Нью-Джерси в Коммунипо .

Когда в 1904 году комиссары по скоростному транспорту одобрили строительство линии H&M на Шестой авеню, они оставили открытым вариант прокладки линии, пересекающей город с востока на запад. Железнодорожная компания Нью-Йорка и Нью-Джерси получила бессрочное право копать под улицами Кристофера и Девятой на восток до Второй авеню или Астор-плейс . Проект был начат, но вскоре заброшен; около 250 футов (76 м) выкопанной трубы все еще существует.

В феврале 1909 года компания H&M объявила о планах расширить свои метро Uptown Tubes на северо-восток до Центрального вокзала , расположенного на Парк-авеню и 42-й улице . Открытие станций на 28-й и 33-й улицах было отложено из-за планирования расширения Центрального вокзала. The New York Times предположила, что туннели в центре города будут использовать больше пассажиров, чем туннели в верхней части города, потому что они лучше обслуживают финансовый район города .

Компания Interborough Rapid Transit Company (IRT), конкурент H&M, предложила соединить свою линию на Лексингтон-авеню с H&M на Гранд-Сентрал , Астор-Плейс и терминале Фултон-стрит – Гудзон , как только запланированная система будет завершена. Его конечная остановка на Гранд-Сентрал должна была располагаться непосредственно под линией 42-й улицы IRT, IRT, но над туннелем Стейнвей ведущим в Квинс . Однако IRT построила несанкционированную вентиляционную шахту между двумя уровнями, пытаясь заставить H&M построить станцию ​​очень глубоко, сделав ее менее доступной. В качестве альтернативы предлагалось соединить Uptown Tubes с туннелем Steinway. Право на расширение Uptown Tubes до Grand Central было предоставлено в июне 1909 года.

К 1914 году H&M еще не приступила к строительству пристройки к Центральному вокзалу и попросила отсрочку. Шесть лет спустя H&M подала 17 заявок на отсрочку; Во всех из них железнодорожники заявили, что сейчас не лучшее время для строительства. Комиссары по быстрому транзиту отклонили последнее предложение, фактически лишив H&M права на расширение Grand Central.

Историческая плитка на нынешней станции PATH на 14-й улице

В сентябре 1910 года Макаду предложил еще одно расширение, состоящее из второй линии с севера на юг, проходящей через центр города. Он будет проходить в 4 милях (6,4 км) от терминала Гудзон до 33-й улицы и Шестой авеню, под Геральд-сквер и рядом с существующей станцией H&M на 33-й улице. Новая линия будет проходить в основном под Бродвеем , с небольшим участком линии на юге под Черч-стрит . По плану Макаду, город может стать владельцем этой линии в течение 25 лет после завершения.

В ноябре того же года Макаду также предложил связать двухпутную линию Бродвея с первоначальной линией метро IRT в Нижнем Манхэттене. Линия Бродвея, идущая на юг, сольется с местными путями линии Лексингтон-авеню IRT в южном направлении на 10-й улице. Ответвление от линии Лексингтон-авеню в Нижнем Манхэттене, позади церкви Тринити , разделится на восток под Уолл-стрит , пересечет Ист-Ривер и приведет к Бруклину , затем пойдет по Четвертой авеню в Бруклине, а еще одно ответвление пройдет под Лафайет-авеню. Макаду хотел не только управлять тем, что тогда называлось «системой Триборо» , но и иметь возможность делать ставки на линии Четвертой авеню в будущем. Право на строительство линии Бродвея в конечном итоге было передано Brooklyn Rapid Transit Company (BRT) в 1913 году в рамках Двойных контрактов .

В 1909 году Макаду рассматривал возможность расширения H&M в Нью-Джерси, построив филиал на север до Монтклера в графстве Эссекс . Маршрут, идущий на север от Ньюарка, будет продолжаться прямо до Ист-Оринджа . Оттуда ответвления разделятся на Саут-Ориндж на юге и Монклер на севере.

Упадок и банкротство

В 1927 году на H&M ездили рекордные 113 миллионов человек. Пассажиропоток снизился после открытия Голландского туннеля в конце того же года и еще больше упал с началом Великой депрессии . Открытие моста Джорджа Вашингтона в 1931 году и туннеля Линкольна в 1937 году привлекло больше пассажиров из поездов и в свои машины. Станция Summit Avenue была отремонтирована и переименована в «Journal Square» в 1929 году; в Позже в том же году закрылась электростанция железной дороги Джерси-Сити, поскольку ее система теперь могла получать энергию из более крупной энергосистемы.

В 1930-х годах на работу метро Uptown Hudson Tubes на Манхэттене повлияло строительство Независимой системы метро (IND) линии Шестой авеню . Терминал на 33-й улице закрылся в конце 1937 года; Обслуживание H&M было сокращено до 28-й улицы, чтобы обеспечить строительство метро. Терминал на 33-й улице был перенесен на юг, на 32-ю улицу и вновь открыт в 1939 году. Городу пришлось заплатить железной дороге 800 000 долларов за строительство новой станции на 33-й улице; он возместил H&M дополнительные 300 000 долларов за упущенную выгоду. Станция 28-я улица в это время была закрыта за ненадобностью, поскольку южные входы в терминал 33-й улицы находились всего в двух кварталах от нее; Позже его снесли, чтобы освободить место для дорожек IND ниже.

Станция 19-я улица, заброшенная с 1954 года.

была Пересадочная станция на Манхэттене закрыта в середине 1937 года, и H&M перенаправился на станцию ​​​​Ньюарк-Пенсильвания от конечной остановки Парк-Плейс в четверти мили (400 м) к северу; станция Харрисон через реку Пассаик В результате была перенесена на несколько кварталов к югу. Верхний уровень моста на Сентр-стрит, ведущего к Парк-плейс, позже стал шоссе 158 .

Промоакции и другая реклама не смогли остановить финансовый упадок H&M. Станция 19th Street на Манхэттене была закрыта в 1954 году. В том же году H&M вступила в процедуру конкурсного производства из-за постоянных убытков. Он действовал под защитой от банкротства ; в 1956 году два штата согласились выплатить невыплаченные налоги на сумму 1,9 миллиона долларов. В том году H&M приняла 37 миллионов пассажиров в год, и эксперты по транспорту призвали к субсидиям. Один эксперт предложил создать «железнодорожную петлю», в которой метро Uptown Hudson Tubes соединится с линией IND Sixth Avenue, а затем продолжит движение вверх по Шестой авеню и на запад через новый туннель в Уихокен, штат Нью-Джерси . К 1958 году пассажиропоток упал до 30,46 миллиона пассажиров в год. Два года спустя кредиторы утвердили план реорганизации. За это время работники H&M дважды бастовали из-за зарплаты: в течение двух дней в 1953 г. и в течение месяца в 1957 г.

Захват администрации порта

Поезд PATH на вокзале Ньюарк-Пенсильвания, 1966 год.

В начале 1960-х годов планирование Всемирного торгового центра привело к компромиссу между администрацией порта и правительствами штатов Нью-Йорк и Нью-Джерси. Власти порта согласились приобрести и обслуживать метро в обмен на права на строительство Всемирного торгового центра на территории терминала H&M Hudson Terminal, который был конечной станцией метро в Нижнем Манхэттене. Официальное соглашение было заключено в январе 1962 года; четыре месяца спустя администрация порта создала две дочерние компании, находящиеся в полной собственности: Port Authority Trans-Hudson Corporation (PATH) для управления линиями H&M, а также еще одну дочернюю компанию для управления Всемирным торговым центром. Вся деятельность администрации порта подпадала бы под действие правил федеральной межштатной торговой комиссии , если бы она управляла поездами напрямую, но с созданием корпорации PATH только деятельность дочерней компании будет регулироваться на федеральном уровне.

В сентябре администрация порта официально взяла на себя управление H&M Railroad and the Tubes, переименовав систему в Port Authority Trans-Hudson (PATH). Приобретя H&M, PANYNJ потратила 70 миллионов долларов на модернизацию инфраструктуры системы. PANYNJ также перекрасил станции H&M в новую ливрею PATH. В 1964 году власти заказали 162 железнодорожных вагона PA1 для замены подвижного состава H&M, большая часть которого датирована 1909 годом. Первые автомобили ПА1 были поставлены в 1965 году. Впоследствии агентство заказало 44 машины ПА2 в 1967 году и 46 машин ПА3 в 1972 году.

Конец 20 века

1970-е годы

В рамках строительства Всемирного торгового центра администрация порта решила снести Гудзонский терминал и построить новый терминал Всемирного торгового центра . Закладка фундамента состоялась в 1966 году. Во время раскопок и строительства оригинальные трубы Downtown Hudson Tubes оставались в эксплуатации как надземные туннели. Новый терминал, расположенный к западу от терминала Гудзон, открылся в 1971 году. Его строительство обошлось в 35 миллионов долларов, и на момент открытия он принимал 85 000 пассажиров в день. Затем терминал Гудзон был закрыт.

Транспортный центр Journal Square открылся в 1973 году, объединив операции в 10-этажном здании, являющемся частью комплекса.

PATH прибывает в Харрисон, штат Нью-Джерси, 1969 год.

В январе 1973 года администрация порта опубликовала планы удвоить протяженность маршрута системы PATH. с продлением от станции Ньюарк-Пенн до Плейнфилда, штат Нью-Джерси . Остановка в Элизабет позволит PATH обслуживать аэропорт Ньюарка , где пассажиры смогут пересесть на транспортное средство, обслуживающее терминалы. В том же году были проведены предварительные исследования полосы отвода , а также контракт на проектирование. Расширение было одобрено в 1975 году. Федеральное управление городского общественного транспорта отнеслось с меньшим энтузиазмом к эффективности расширения и неохотно предоставило администрации порта 322 миллиона долларов, которые оно запросило на проект, что составляет около 80% запланированной стоимости. В конце концов администрация согласилась его поддержать. но в 1977 году Верховный суд США постановил, что законодательные собрания двух штатов нарушили США Конституции положение о контракте , отменив одно из положений в соглашениях об облигациях 1962 года, чтобы сделать продление возможным. In June 1978, the extension, by then estimated to cost $600 million, was canceled in favor of improving bus service in New Jersey.

Strikes

Labor problems also beset PATH during this time. After a January 1973 strike over salary increases was averted, talks failed and workers walked out in April. A month into the strike, negotiations broke down again; the union returned to work in June.

The 1980 New York City transit strike suspended service on the New York City Transit Authority (NYCTA)'s bus and subway routes for 10 days. A special PATH route ran from 33rd Street to World Trade Center via Midtown Manhattan, Pavonia–Newport, and Exchange Place during the NYCTA strike. PATH motormen also threatened to go on strike during this time for different reasons. The special service was suspended in April after some workers refused overtime.

In June 1980, PATH workers again went on strike for higher pay, their first such action since 1973. During the strike, moisture built up in the tunnels and rust accumulated on the tracks; pumps in the underwater tunnels remained in operation, preventing the tubes from flooding. Alternative service across the Hudson River was provided by "inadequate" shuttle buses through the Holland Tunnel. The 81-day strike was the longest in PATH's history.

1980s and 1990s

Substantial growth in PATH ridership during the 1980s required expansion and improvement of the railroad's infrastructure. The Port Authority announced a plan in 1988 that would allow stations on the Newark–WTC line to accommodate longer eight-car trains while seven-car trains could operate between Journal Square and 33rd Street. Two years later, it announced a $1 billion plan to renovate the PATH stations and add new cars. Video monitors were installed in stations to make money from advertising. PATH also sought a fare hike, even though that would reduce its per passenger subsidy, to reduce its $135 million annual deficit. By 1992, the Port Authority had spent $900 million on infrastructure improvements, including repairing tracks, modernizing communications and signaling, replacing ventilation equipment, and installing elevators at seven stations per the Americans with Disabilities Act of 1990 (ADA).

A $225 million car maintenance facility was opened in Harrison in 1990. It replaced PATH's old Henderson Street Yard—a below-grade, open-air train storage yard at the northeast corner of Marin Boulevard and Christopher Columbus Drive just east of the Grove Street station.

High tides from the December 1992 nor'easter flooded the PATH tunnels, including a 2,500–3,000-foot (760–910 m) section between Hoboken and Pavonia. Most trains were stopped before reaching the floods, but one became stalled near Hoboken Terminal. Some water pumps within the system were overwhelmed. The Newark–World Trade Center service was not disrupted afterwards, but the Journal Square–33rd Street service was slowed because several spots along the route needed to be pumped out. Service to Hoboken was suspended for 10 days, the longest disruption since the summer 1980 strike.

A section of ceiling in the World Trade Center PATH station collapsed and trapped dozens during the 1993 World Trade Center bombing; the station itself did not suffer any structural damage. Within three days, PATH service to the station resumed.

In the summer of 1993, the Port Authority banned tobacco advertisements in all trains and stations. A new wash for cars opened in mid-September 1993 in Jersey City, replacing the one at the 33rd Street terminal. In April 1994, an ADA-compliant entrance to the Exchange Place station was opened. Two years later, three trains began running express on the Newark–World Trade Center service for six months, cutting running time by 31⁄2 minutes. Weekend Hoboken–World Trade Center service began in October 1996 on a six-month trial basis, and the express Newark–World Trade Center service was made permanent on the same day.

21st century

September 11, 2001, and recovery

The temporary World Trade Center station opened in 2003.

Passengers applaud as the inaugural train from Newark arrives at PATH's temporary WTC station in 2003.

The World Trade Center station in Lower Manhattan, under the World Trade Center, one of PATH's two New York terminals, was destroyed during the September 11 attacks, when the Twin Towers above it collapsed. Just prior to the collapse, the station was closed and all passengers evacuated. Service to Lower Manhattan was suspended indefinitely. Exchange Place, the next-to-last station before World Trade Center, had to be closed as well because trains could not turn around there; it had also suffered severe water damage. A temporary PATH terminal at the World Trade Center was approved in December 2001 and projected to open in two years. Shortly after the attacks, the Port Authority started operating two uptown services: Newark–33rd Street and Hoboken–33rd Street, and one intrastate New Jersey service, Hoboken–Journal Square. A single nighttime service was instituted: Newark–33rd Street (via Hoboken).

In the meantime, modifications were made to a stub end tunnel to allow trains from Newark to reach the Hoboken-bound tunnel and vice versa. The modifications required PATH to bore through the bedrock between the stub tunnel and the Newark tunnels. The stub, the "Penn Pocket", had been built to take PRR commuters from Harborside Terminal on short turn World Trade Center to Exchange Place runs. The new Exchange Place station opened in June 2003. Because of the original alignment of the tracks, trains to or from Hoboken used separate tunnels from the Newark service. Eastbound trains from Newark crossed over to the westbound track just west of Exchange Place, where they reversed direction and used a crossover switch to go to Hoboken. Eastbound trains from Hoboken entered on the eastbound track at Exchange Place, then reversing direction and used the same crossover switch to get on the westbound track to Newark before entering Grove Street.

PATH service to Lower Manhattan was restored when a new, $323 million second station opened in November 2003; the inaugural train was the same one that had been used for the evacuation. The second, temporary station contained portions of the original station, but did not have heating or air conditioning. The temporary entrance was closed in July 2007, then demolished to make way for the third, permanent station; around the same time, the Church Street entrance opened. A new entrance on Vesey Street opened in March 2008; the Church entrance was demolished.

The completed World Trade Center Transportation Hub in April 2016

The construction of the permanent four-platform World Trade Center Transportation Hub started in July 2008, when the first prefabricated "ribs" for the pedestrian walkway under Fulton Street were installed. Platform A, the first part of the permanent station, opened in February 2014, serving Hoboken-bound riders. Platform B and the remaining half of Platform A opened in May 2015. The hub formally opened in March 2016 with part of the headhouse. Platforms C and D, the last two, were opened that September.

Hurricane Sandy

In the early morning hours of October 29, 2012, all PATH service was suspended in advance of Hurricane Sandy. The following day, New Jersey Governor Chris Christie announced that PATH service would be out for 7–10 days due to the storm damage. Storm surge from the hurricane caused significant flooding to the Hoboken and Jersey City stations, as well as at the World Trade Center. An image captured by a PATH security camera showing water flowing into Hoboken during the storm went viral online and became one of several representative images of the hurricane. The first PATH trains after the hurricane were the Journal Square–33rd Street service, which resumed on November 6 and ran only in daytime. Service was extended west to Harrison and Newark on November 12, in place of the Newark–World Trade Center service. Christopher Street and Ninth Street were reopened during the weekend of November 17–18, but remained closed for five days afterward. Normal weekday service on the Newark–World Trade Center and Journal Square–33rd Street lines resumed on November 26. On weekends, trains operated using the Newark–33rd Street service pattern.

The PATH station at Hoboken Terminal suffered major damage after floodwaters as high as eight feet (2.4 m) submerged the tunnels; it was closed for several weeks for $300 million worth of repairs. The Newark–33rd Street route was suspended for two weekends in mid-December, with the Newark–World Trade Center running in its place, in order to expedite the return of Hoboken service. Hoboken Terminal reopened in December for weekday daytime Hoboken–33rd Street service, followed by the resumption of weekday 24-hour PATH service in early 2013. The Hoboken–World Trade Center trains resumed in late January, and all normal service was restored by March. The Downtown Hudson Tubes were severely damaged by Sandy. As a result, to accommodate repairs, service on the Newark–World Trade Center line between Exchange Place and World Trade Center was to be suspended during almost all weekends, except for holidays, in 2019 and 2020. However, weekend service was restored in June 2020, six months ahead of schedule.

2010s improvements

The Port Authority began rebuilding the Harrison station in 2009. It has longer and wider platforms to allow 10-car trains; street-level-to-platform elevators within the platform extensions, in compliance with the ADA, and architectural modifications. The westbound platform of the new Harrison station opened to the public in October 2018 and the eastbound one the following June.

In January 2010, Christopher O. Ward, as executive director, announced that PATH would be spending $321 million on communications-based train control (CBTC) with Siemens' Trainguard MT, upgrading its signal system for an increase in ridership. CBTC would replace a four-decade old fixed-block signaling system. It would reduce the headway time between trains, allowing more to run during rush hours. At the same time, the entire PATH fleet was replaced with 340 CBTC-equipped PA5 cars, built by Kawasaki Railcar. The original contract was completed in 2011; additional cars were delivered in subsequent years. PATH's goal was to increase passenger capacity from 240,000 passengers a day to 290,000. The entire CBTC system was originally expected to become operational in 2017. The Port Authority also spent $659 million to upgrade 13 platforms on the Newark–World Trade Center line to accommodate 10-car trains; until then, the line could only run eight-car trains.

Along with CBTC, PATH began installing positive train control (PTC), another safety system, during the 2010s, per a Federal Railroad Administration (FRA) mandate that all American railroads have it by the end of 2018. The Newark–World Trade Center line west of Journal Square was converted to PTC in April 2018, followed by the segments of track east of Journal Square the following month. This caused delays across the entire system when train operators had to slow down and manually adjust their trains to switch between the two signaling systems. PTC was tested on the Uptown Hudson Tubes from July to October 2018, forcing weekend closures. PTC was finished in November 2018, a month ahead of schedule; and the entire system was converted by December.

The Port Authority also installed two amenities in all PATH stations. Cellphone service was added for all customers by early 2019. Countdown clocks, displaying the time the next train arrives, were installed in all PATH stations that year. Subsequently, in June 2019, the Port Authority released the PATH Improvement Plan, calling for over $1 billion in investments, including $80 million to extend Newark–World Trade Center line platforms, as well as funding for two ongoing projects: $752.6 million to complete the CBTC system by 2022 and $215.7 million on the new PA5 cars by 2022. The goal is to increase train frequencies on the Newark-World Trade Center line by 40 percent, and 20 percent on other lines, during rush hours. Every train on the Newark–World Trade Center line would be nine cars long. In addition, the platform at Grove Street would be extended eastward, at the Marin Boulevard end of the station, and two additional cross-corridors would be added at Exchange Place. The Port Authority would also allocate funds to study the implementation of 10-car trains. In September 2019, service on the Newark–World Trade Center and Journal Square–33rd Street lines would be increased by 10 percent during rush hours, reducing the headway between trains from four minutes to three.

2020s

In 2019, the last year before the onset of the COVID-19 pandemic, the PATH carried an average of 284,000 people per day. The second quarter of 2020, which included the nadir of COVID-19 pandemic across the New York metropolitan area, was the worst quarter in PATH's history, with a $777 million decline in revenues throughout all of the PANYNJ's facility and a specific ridership decline of 94 percent on the PATH system. Train service returned to 96 percent of 2019 levels in June 2020, yet ridership continued to lag far below pre-pandemic numbers, rebounding to only 60 percent of 2019 ridership by February 2022. Amid the spread of the Omicron variant, PANYNJ was projected to reach $3 billion in pandemic losses by March 2022. The platform-lengthening project was finished the same year. In February 2023, it was announced that nine-car operation on the Newark–World Trade Center line would begin the next month; nine-car trains began operating on March 22, 2023.

PANYNJ commissioners voted in late 2023 to spend $230 million replacing some wheel sets on the PA5 fleet and replacing tracks on the New Jersey side. In 2024, the PANYNJ announced that it would spend $430 million to refurbish four stations and replace railroad switches as part of the PATH Forward program.

Proposed expansions

Newark Airport extension proposals

In the mid-2000s, a Newark Airport extension was again considered as the Port Authority allocated $31 million for a feasibility study of extending service two miles (3.2 km) from Newark Penn Station, estimated at that time to cost $500 million; the study began in 2012. In September 2013, Crain's reported that New Jersey Governor Chris Christie would publicly support the extension, estimated by then to cost $1 billion. The governor asked that the airport's largest operator, United Airlines, consider flying to Atlantic City International Airport as an enticement to further the project.

Newark Liberty Airport International Station, to which PATH service would be extended

In February 2014, the Port Authority's Board of Commissioners approved a 10-year capital plan that included the PATH extension to NJ Transit's Newark Liberty International Airport Station. The alignment would follow the existing Northeast Corridor approximately one mile (1.6 km) further south to the Newark Airport station, where a connection to AirTrain Newark is available. Five years of construction were expected to begin in 2018.

In late 2014, there were calls for a reconsideration of Port Authority funding priorities. The PATH extension followed the route of existing Manhattan-to-Newark Airport train service (on NJ Transit's Northeast Corridor Line and North Jersey Coast Line as well as Amtrak's Keystone Service and Northeast Regional). On the other hand, there was no funding for either the Gateway Tunnel, a pair of commuter train tunnels that would supplement the North River Tunnels under the Hudson, or the replacement for the Port Authority Bus Terminal. In December 2014, the PANYNJ awarded a three-year, $6 million contract to infrastructure design firm HNTB to do a cost analysis of the Newark Airport extension.

In 2017, the PANYNJ released a 10-year capital plan that included $1.7 billion for the extension; at the time, construction was projected to start in 2020, with service in 2025. A presentation at two December 2017 public meetings showed the new PATH station would include a park-and-ride lot and a new entrance from the nearby Dayton neighborhood. An extension of the PATH to Newark Airport was still being considered in mid-2022, but the PANYNJ announced in March 2023 that it was deferring funding for the Newark Airport extension to a future capital plan.

Marion station proposal

The Marion Section separated by PATH tracks crossed by a pedestrian bridge

West of Journal Square in Jersey City, the NWK-WTC line runs through the Marion Section parallel to the Conrail Passaic and Harsimus Line freight line. A pedestrian bridge crosses the tracks. Since the 1980s, there have been calls for an infill station to be built there. In 2018, the government of Jersey City and the PANYNJ reached an agreement that included a feasibility study for a potential station, which resulted in the "Marion PATH Station Physical Feasibility Study". The senior U.S. Senator, the Hudson County Executive, and the Mayor of Jersey City have written letters encouraging the PANYNJ to continue with the project. The estimated cost of construction varies and could be funded by nearby real estate developers.

Route operation

hide Port Authority Trans-Hudson
Weekdays
NWK-WTC  Newark Passaic River Harrison Hackensack River  JSQ-33  Journal Square Grove Street Newport  HOB-WTC  HOB-33  Hoboken Exchange Place New Jersey New York Hudson River  HOB-WTC  NWK-WTC  World Trade Center Christopher Street Ninth Street 14th Street 23rd Street  JSQ-33  HOB-33  33rd Street
Weekends, late nights, and holidays
NWK-WTC  Newark Passaic River Harrison Hackensack River  JSQ-33 (via HOB)  Journal Square Grove Street Newport Hoboken Exchange Place New Jersey New York Hudson River  NWK-WTC  World Trade Center Christopher Street Ninth Street 14th Street 23rd Street  JSQ-33 (via HOB)  33rd Street

PATH operates 24 hours a day, seven days a week. During weekday hours, PATH operates four train services, direct descendants of the four original services operated by the H&M, using three terminals in New Jersey and two in Manhattan. During late nights, weekends, and holidays, PATH operates two services from two terminals in New Jersey and two in Manhattan.

Each line is represented by a unique color on timetables and service maps, which also corresponds to the color of the marker lights on the front of trains. The Journal Square–33rd Street (via Hoboken) service is the only line represented by two colors (yellow and blue), since it is a late-night/weekend/holiday combination of PATH's two midtown services, Journal Square–33rd Street and Hoboken–33rd Street. During peak hours, trains operate every four to eight minutes on each service. Every PATH station except Newark and Harrison is served by a train every two to three minutes, for a peak-hour service of 20–30 trains per hour.

In 2018, PATH saw 81.7 million passengers. As of June 2019, the system is used by over 283,000 passengers per weekday; almost 105,000 per Saturday; 75,000 per Sunday; and 94,000 per holiday. The busiest station is World Trade Center, whose 46,000 average passengers per day is over 10 times the daily traffic of Christopher Street, the least busy station. Ridership in 2018 was down by around a million compared to 2017 but it was still nearly a record for PATH operation, having increased 10 million from 2013.

These levels of ridership notwithstanding, PATH runs at a deficit, losing about $400 million per year. While some of its recent improvements, particularly in Harrison, have spurred local development, it cannot benefit from that directly as the Port Authority is limited to the revenue it makes from the fees, fares, and tolls it collects, with the state and local governments collecting the sales, income and property taxes arising from development. Its costs are correspondingly increased by having to comply with FRA regulations. PATH is thus subsidized by the Port Authority from surpluses at its airports and seaports.

Services

The PATH system has 13.8 miles (22.2 km) of route mileage, counting route overlaps only once. During the daytime on weekdays, four services operate:

•      Newark–World Trade Center, also known as NWK-WTC
•      Hoboken–World Trade Center, or HOB-WTC
•      Journal Square–33rd Street, or JSQ-33
•      Hoboken–33rd Street, or HOB-33

Between 11 p.m. and 6 a.m. Monday to Friday, and all-day Saturday, Sunday, and holidays, PATH operates two train services:

•      Newark–World Trade Center
•          Journal Square–33rd Street (via Hoboken), or JSQ-33 (via HOB)

Prior to 2006, Hoboken–World Trade Center and Journal Square–33rd Street services were offered on Saturday, Sunday, and holidays between 9 a.m. and 7:30 p.m. In April 2006, these services were indefinitely discontinued at those times and replaced with the Journal Square–33rd Street (via Hoboken) service. During off-peak hours, passengers wanting to travel from Hoboken to Lower Manhattan were told to take the Journal Square–33rd Street (via Hoboken) service to Grove Street and transfer to the Newark–World Trade Center train.

PATH does not normally operate directly from Newark to Midtown Manhattan. Passengers wanting to travel from Newark to Midtown via PATH are told to transfer to the Journal Square-33rd Street service at Journal Square or Grove Street. However, after both the September 11 attacks and Hurricane Sandy, special Newark–33rd Street services were operated to compensate for the complete loss of service to Lower Manhattan. An intrastate Journal Square–Hoboken service was also operated after the attacks. The Journal Square–Hoboken and Newark–33rd Street services instituted after the attacks were canceled by 2003.

From July to October 2018, because of PTC installation on the Uptown Hudson Tubes, the Journal Square–33rd Street (via Hoboken) service was suspended on most weekends. In the meantime, it was replaced by the Journal Square–World Trade Center (via Hoboken) and the restored Journal Square–Hoboken services, since all stations between Christopher and 33rd Streets were closed during the weekends.

Lengths of trains on all lines except the Newark–World Trade Center line are limited to seven cars, since the platforms at Hoboken, Christopher Street, Ninth Street, and 33rd Street can only accommodate that many and cannot be extended. In 2009, the Port Authority started upgrading platforms along the Newark–World Trade Center line so that it could accommodate 10-car trains. That line has accommodated nine-car trains in 2023, eight-car trains being the prior.

Network map

Wikimedia | © OpenStreetMap

• 
  Map of the PATH system (regular service)
• 
  Map of the PATH system (late-night hours and on weekends/holidays)
• 
  To-scale map of the PATH system

Station list

Station	Services	State	City	Opened	Closed	County / Borough	Ridership (2018)	Rank
Ninth Street	HOB–33      JSQ–33	NY	New York	February 25, 1908		Manhattan	1,500,499	13
14th Street	HOB–33      JSQ–33	NY	New York	February 25, 1908		Manhattan	2,700,912	9
19th Street		NY	New York	February 25, 1908	August 1, 1954	Manhattan
23rd Street	HOB–33      JSQ–33	NY	New York	June 15, 1908		Manhattan	2,553,706	11
28th Street		NY	New York	November 10, 1910	September 24, 1939	Manhattan
33rd Street	HOB–33      JSQ–33	NY	New York	November 10, 1910		Manhattan	10,039,352	2
Christopher Street	HOB–33      JSQ–33	NY	New York	February 25, 1908		Manhattan	1,507,614	12
Exchange Place	NWK–WTC      HOB–WTC	NJ	Jersey City	July 19, 1909		Hudson	5,129,804	8
Grove Street	NWK–WTC      JSQ–33	NJ	Jersey City	September 6, 1910		Hudson	6,289,356	6
Harrison	NWK–WTC	NJ	Harrison	June 20, 1937		Hudson	2,571,340	10
Hoboken	HOB–WTC      HOB–33	NJ	Hoboken	February 25, 1908		Hudson	8,267,843	4
Hudson Terminal		NY	New York	July 19, 1909	July 2, 1971	Manhattan
Journal Square	NWK–WTC      JSQ–33	NJ	Jersey City	April 14, 1912		Hudson	8,160,293	5
Manhattan Transfer		NJ	Harrison	October 1, 1911	June 20, 1937	Hudson
Newark	NWK–WTC	NJ	Newark	June 20, 1937		Essex	8,789,165	3
Newport	HOB–WTC      JSQ–33	NJ	Jersey City	August 2, 1909		Hudson	5,683,751	7
Park Place		NJ	Newark	November 26, 1911	June 20, 1937	Essex
World Trade Center	NWK–WTC      HOB–WTC	NY	New York	July 6, 1971		Manhattan	18,539,767	1

All New Jersey stations, as well as the World Trade Center and 33rd Street terminals in New York, are compliant with the Americans with Disabilities Act of 1990. Harrison, the last non-accessible station in New Jersey, was made fully accessible in 2019. The only non-accessible stations are the four intermediate stations on the Manhattan side of the Uptown Tubes–Christopher Street, Ninth Street, 14th Street, and 23rd Street.

Panoramic view of the 33rd Street station

Fares

See also: New York City transit fares

The Port Authority charges a single flat fee to ride the PATH system, regardless of distance traveled. As of March 1, 2022, a single PATH ride is $2.75; two-trip tickets are $5.50; 10-trip, 20-trip, and 40-trip cards charge $2.60 per trip; a single-day unlimited, $10.50; a seven-day unlimited, $36.00; and a 30-day unlimited, $110.25. A senior SmartLink costs $1.25 per trip. Single ride tickets are valid for two hours from time of purchase. While some PATH stations are adjacent to or connected to New York City Subway, Newark Light Rail, Hudson-Bergen Light Rail, and NJ Transit commuter rail stations, there are no free transfers between these different, independently run transit systems. PATH began testing out a new contactless payment system called TAPP, similar to MTA's OMNY system, at some stations in December 2023. TAPP readers accept only debit and credit cards and digital wallets; the SmartLink cards and OMNY are not compatible with the readers.

History

Tier-based fares

The H&M used a tier-based fare system where a different fare was paid based on where the passenger was traveling. For instance, prior to September 1961, an interstate fare to or from all stations except Newark Penn Station was 25 cents, while an intrastate fare was 15 cents. That month, the interstate fare was increased to 30 cents, and the intrastate fare to 20 cents. A fare to or from Newark Penn, regardless of the origin or destination point, was 40 cents because the station's operations were shared with the Pennsylvania Railroad at the time. Under Port Authority operation, the PATH fare to and from Newark was lowered in 1966, standardizing the interstate fare to 30 cents. The intrastate fare of 15 cents was doubled in 1970, resulting in a flat rate for the entire system.

Tokens

PATH fares were paid with brass tokens starting in 1965. The Port Authority ordered 1 million tokens in 1962 and bought a half-million more in 1967. The Port Authority discontinued the sale of tokens in 1971 as a cost-cutting measure, since it cost $900,000 a year to maintain the token fare system. The agency replaced the turnstiles in its stations with new ones that accepted the 30-cent fare in exact change.

QuickCards

A paper ticket called the QuickCard, introduced in June 1990, was valid only on the PATH system. It stored fare information on a magnetic stripe.

The QuickCard was replaced by the SmartLink card in 2008 as sales were phased out across the system and at NJ Transit ticket machines. By late 2008, PATH had deactivated all turnstiles that accepted cash; they continued to accept the various cards.

The QuickCard was replaced by SmartLink Gray, a non-refillable, disposable version of the SmartLink card. This card was sold at selected newsstand vendors and was available in 10–, 20– and 40–trip increments. Unlike regular SmartLink cards, SmartLink Gray cards had expiration dates. SmartLink Gray was itself discontinued in January 2016.

Current payment methods

SmartLink

Main article: SmartLink (smart card)

PATH's official method of fare payment is a smart card known as SmartLink. The SmartLink was developed at a cost of $73 million, and initially was intended as a regional smart card that could be deployed on transit systems throughout the New York metropolitan area. It was first made available in July 2007 at the World Trade Center. The SmartLink can be connected to an online web account system allowing a cardholder to register the card and monitor its usage; it allows for an automatic replenishment system linked to a credit card account, wherein the card balance is automatically refilled when five trips remain (for multiple-trip cards) or five days (for unlimited-ride cards).

MetroCard

SmartLink turnstiles at the Exchange Place station

Main article: MetroCard

PATH fare payment may also be made using single-ride, two-trip, and pay-per-ride MetroCards, the standard farecard of New York's Metropolitan Transportation Authority (MTA). The MetroCard is a magnetic stripe card, like the QuickCard. PATH riders paying their fare using MetroCard insert the card into a slot at the front of the turnstile, which reads the card and presents the MetroCard to the rider at a slot on the top of the same turnstile. Other types of MetroCards, including unlimited-ride MetroCards, are not accepted on PATH.

Plans for using the MetroCard on PATH date to 1996, when the Port Authority and MTA first considered a unified fare system. At the time, the MetroCard was still being rolled out on the MTA system, and more than 80% of PATH riders transferred to other modes of transportation at some point in their trip. In November 2003, the Port Authority announced that the MetroCard would be allowed for use on PATH starting the following year. The Port Authority started implementing the MetroCard on PATH in 2005, installing new fare collection turnstiles at all PATH stations. These turnstiles allowed passengers to pay their fare with a PATH QuickCard or an MTA Pay-Per-Ride MetroCard. MetroCard vending machines are located at all PATH stations. The machines sell Pay-Per-Ride MetroCards; allow riders to refill SmartLink cards; and sell Single Ride PATH tickets for use only on the PATH system. There are two types of MetroCard vending machines: large machines, which sell both MetroCards and SmartLinks and accept cash, credit cards, and transit benefits cards; and small machines, which do not accept cash or sell PATH single-ride tickets but otherwise perform the same functions as the large vending machines.

In 2010, PATH introduced a $4 two-trip card using the standard MetroCard form. All PATH stations, except for the uptown platforms at 14th and 23rd Streets, contain blue vending machines which sell this card. The front of the card is the standard MetroCard (gold and blue) but on the reverse, it has the text "PATH 2-Trip Card", "Valid for two (2) PATH trips only", and "No refills on this card". The user must dispose of the card after the trips are used up because the turnstiles do not keep (or capture) the card as was done with the discontinued QuickCard.

TAPP

TAPP turnstiles

In June 2019, the Port Authority announced it was in talks with the MTA to implement the new OMNY fare payment system on PATH. Under the announced plan, OMNY would be available to PATH riders by 2022, with both SmartLink and MetroCard being phased out by 2023.In November 2021, the Port Authority indicated that it would instead implement its own fare payment system, which would be similar to OMNY. This fare system is named TAPP, short for Total Access PATH Payment, and is being tested as of December 2023. TAPP accepts debit and credit cards and phones for fare payment, but does not accept OMNY cards. By March 2024, TAPP-compatible turnstiles had been enabled at six stations. The rollout of TAPP at all New Jersey stations was completed by early May 2024 and was rolled out at all stations in New York later that month.

Rolling stock

Current roster

The PA5 cars at Newark Penn Station

Interior of a PA5 car

As of 2023, there is only one model, the PA5. The cars are 51 feet (16 m) long by 9.2 feet (2.8 m) wide, a smaller loading gauge compared to similar vehicles in the US, due to the restricted structure gauge through the tunnels under the Hudson River. They can reach 55 mph (89 km/h) in regular service. Each car seats 35 passengers, in longitudinal "bucket" seating, and can fit a larger number of standees in each car. PA5 cars have stainless steel bodies and three doors on each side. LED displays above the windows (between the doors) display the destination of that particular train. The PA5 cars are coupled and linked into consists up to 8 cars long, with conductors' controls on all cars and engineers' cabs on the "A" (driving) cars; trains on the Newark–World Trade Center line will be lengthened to 10 cars as part of the line's 2010s upgrades.

In 2005, the Port Authority awarded a $499 million contract to Kawasaki to design and build 340 new PATH cars under the PA5 order to replace the system's entire existing fleet. With an average age of 42 years and some cars dating back as far as 1964, the fleet was the oldest of any operating heavy rail line in the United States. The Port Authority announced that the new cars would be updated versions of the MTA's R142A cars. The first of these new cars entered revenue service in 2009; all of them were delivered over the next two years. The Port Authority exercised a subsequent contract for 10 additional PA5 cars, bringing the total to 350.

As part of the fleet expansion program and signal system upgrade, the Port Authority had the option to order a total of 119 additional PA5 cars; 44 would be used to expand the NWK–WTC line to 10-car operation while the remaining 75 would be used to increase service frequencies after communication-based train control (CBTC) was implemented throughout the system by the end of 2018. In December 2017, the Port Authority exercised an option to buy 50 extra PA5 cars for $150 million, for an ultimate total of 400 PA5 cars. Subsequently, in July 2018, Kawasaki was awarded a $240 million contract to refurbish the 350 existing PA5 cars between 2018 and 2024. The contract also called for Kawasaki to build and deliver 72 new PA5 cars starting in 2021, for a total of 422 cars; the first of the additional PA5 cars arrived in September 2022. The new cars are being built by Kawasaki Heavy Industries in the U.S. at Lincoln, Nebraska and tested in Yonkers, New York. The 350 existing cars are being refurbished in Yonkers.

Since 1990, all PATH trains are stored and maintained at the Harrison Car Maintenance Facility in New Jersey, located east of the Harrison station. Another train storage yard (Waldo Yard) exists east of the Journal Square station. If the Newark Airport extension is built, a third train storage yard would be built at the airport.

Rolling stock	Year built	Builder	Car body	Car numbers	Total built	Notes
PA5	2008–2022	Kawasaki	Stainless steel	5600–5829 (A cars) 5100–5219 5300–5371 (C cars)	340 base order 119 in fleet expansion option (72 in progress.)	"A" cars have cab units, "C" cars have no cabs Siemens SITRAC 3-phase AC IGBT-VVVF traction system, upgradable to CBTC signalling compatibility, 3 doors per side, prerecorded station announcements

Former roster

PA4 at Journal Square Transportation Center

A PA1 model leaving the 14th Street station

Before the Port Authority takeover, the H&M system used rolling stock series that were given letters from A to J. All of these cars, except for the D and H series, were known as "black cars" for their color. There were a total of 325 cars in series A through J, of which 255 were black cars. The first 190 cars, in classes A through C, were ordered for the initial H&M service and delivered in 1909–1911. The cars, which were built in seven modular segments, measured 48.25 feet (14.71 m) long with a loading gauge of 8.83 feet (2.69 m) and a height of 12 feet (3.7 m), with longitudinal seating and three doors on each side. They were ordered to the narrow specifications of the Hudson Tubes, and were light enough that they could be tested on the Second Avenue elevated in Manhattan, which could only support lightweight trains.

Seventy-five cars in classes E through G were added in 1921–1923, allowing the H&M to lengthen train consists from six to seven cars each to eight. Although classes E-G had similar exterior dimensions to classes A-C, the E-G series had higher capacity, were heavier, and had substantially different window designs compared to the A-C series. The last order of black cars, the 20 cars in series J, was delivered in 1928. Many of the black cars remained in service from their inception until the H&M's bankruptcy in 1954. By that time, they required considerable maintenance.

The PRR and H&M joint service comprised 40 cars in classes D and H, which were owned by the H&M, as well as 72 cars from the MP38 class, which were owned by the PRR. Sixty MP38s and 36 Class D cars were delivered in 1911, when the service first operated. In 1927, an additional 12 MP38 cars were ordered under the MP38A classification, as well as four Class H cars. As a result of the different manufacturers and the long duration between the two pairs of orders, the Class D and MP38 cars' designs were noticeably different from the Class H and MP38A cars' designs. The red cars were branded with the names of both companies to signify the partnership. The red cars suffered from corrosion and design defects, and were unusable by 1954. All of the red and black car series were designed to be operationally compatible.

The MP52 and K-class, which replaced the D-class and the 60 MP38s ordered in 1911, comprised an order of 50 cars. The 30 MP52s and 20 K-classes were purchased by the PRR and H&M respectively and delivered in 1958 in order to save money on maintenance.

After the Port Authority took over operation of the H&M Railroad in 1962, it started ordering new rolling stock to replace the old H&M cars. St. Louis Car built 162 PA1 cars in 1964–1965. St. Louis also built the PA2, a supplementary order of 44 cars, in 1966–1967. Hawker Siddeley built 46 PA3 cars in 1972. The 95 PA4s were built by Kawasaki Heavy Industries in 1986–1987, replacing the K-class and MP52 series.

PA1, PA2, and PA3 cars had painted aluminum bodies, and two doors on each side. Back-lit panels above the doors displayed the destination of that particular train: HOB for Hoboken, JSQ for Journal Square, NWK for Newark, 33 for 33rd Street, and WTC for World Trade Center. In the mid-1980s, Kawasaki overhauled 248 of the 252 PA1-PA3 cars at their factory in Yonkers, New York, and repainted them white to match the PA4 cars then being delivered. PA4 cars had stainless steel bodies, and three doors on each side. Back-lit displays above the windows (between the doors) displayed the destination of that particular train. All four series were designed to be operationally compatible. Although all four orders contained "A" cars with cabs at one end, the PA1 and PA2 orders also contained some "C" cars. Trains could comprise three to eight cars, but in order to operate, there had to be an even number of "A" cars in the consist, including one "A" car at each end. All PA1-PA4 equipment was retired from passenger service by 2011.

Rolling stock	Year built	Year retired	Builder	Car body	Car numbers	Total built	Notes
A	1908	1955	Pressed Steel and American Car & Foundry	painted steel (black)	200–249	50	Pressed Steel built 10 cars numbered 200–209. American Car & Foundry built the remaining 40 cars numbered 210–249.
B	1909	1964–1967	Pressed Steel	painted steel (black)	250–339	90	256 at National Museum of Transportation. Car 318 was wrecked at 33rd Street on January 16, 1931.
C	1910	1964–1967	American Car & Foundry	painted steel (black)	340–389	50
D	1911	1958	Pressed Steel	painted steel (red)	701–736	36	"Red cars" used in the H&M/PRR joint service and owned by the H&M. Car 728 was wrecked at Hudson Terminal on August 23, 1937.
MP38	1911	1964–1967	Pressed Steel	painted steel (red)	1901–1960	60	"Red cars" used in the H&M/PRR joint service and owned by the PRR.
E	1921	1966–1967	American Car & Foundry	painted steel (black)	401–425	25
F	1922	1966–1967	American Car & Foundry	painted steel (black)	426–450	25
G	1923	1966–1967	American Car & Foundry	painted steel (black)	451–475	25
H	1927	1966–1967	American Car & Foundry	painted steel (red)	801–804	4	"Red cars" used in the H&M/PRR joint service and owned by the H&M.
MP38A	1927	1966–1967	American Car & Foundry	painted steel (red)	1961–1972	12	"Red cars" used in the H&M/PRR joint service and owned by the PRR.
J	1928	1966–1967	American Car & Foundry	painted steel (black)	501–520	20	503 at Shore Line Trolley Museum.
MP52	1958	1987	St. Louis Car Company	painted aluminum and steel	1200–1229	30	Replaced the D series. Owned by PRR and used primarily in H&M/PRR joint service, later PATH service.
K					1230–1249	20	Replaced the D series. Owned by H&M and used primarily in H&M/PRR joint service, later PATH service. First cars in the H&M/PRR/PATH system to feature air-conditioning.
PA1	1964–1965	2009–2011	St. Louis Car Company	painted aluminum	100–151 ("C" cars) 600–709 ("A" cars)	162 (110 cab units, 52 trailers)	Replaced most B–J class and MP38 cars. "A" cars have cab units, "C" cars-trailers have no cabs, 2 doors per side. 143 (trailer) at Trolley Museum of New York (Kingston). Cars 139 and 612 wrecked on September 11, 2001 (see below).
PA2	1966–1967	2009–2011	St. Louis Car Company	painted aluminum	152–181 ("C" cars) 710–723 ("A" cars)	44 (14 cab units, 30 trailers)	Replaced all remaining B–J class and MP38 cars. "A" cars have cab units, "C" cars-trailers have no cabs, 2 doors per side. Car 160 wrecked on September 11, 2001 (see below).
PA3	1972	2009–2011	Hawker Siddeley Canada	painted aluminum	724–769	46	All are cab units, 2 doors per side. 745 at Shore Line Trolley Museum (BERA). Car 750 wrecked on September 11, 2001 (see below).
PA4	1986–1987	2009–2011	Kawasaki	Stainless steel	800–894	95	Replaced K class and MP52 series. All are cab units, 3 doors per side. Car 845 wrecked on September 11, 2001 (see below). Most in work service.

A seven-car PATH train was left under the World Trade Center after September 11, 2001; though five of the cars were destroyed, cars 745 and 143 were not positioned directly beneath the tower and survived the collapse relatively intact. These two cars were cleaned and placed in storage while the remains of the rest of the train had been stripped of usable parts and scrapped. The cars were intended to be displayed in the National September 11 Memorial & Museum. However, they were deemed too large to be displayed there; as a result, car 745 was instead donated to the Shore Line Trolley Museum, while car 143 was donated to the Trolley Museum of New York.

FRA railroad status

View of the Dock Bridge, which is used by PATH but owned by Amtrak

While PATH operates as a typical intraurban heavy rail rapid transit system, it is legally a commuter railroad under the jurisdiction of the FRA, which oversees railroads that are part of the national rail network. PATH's predecessor, the H&M, used to share trackage with the Pennsylvania Railroad between the Hudson interlocking near Harrison and Journal Square. The line also connected to the Northeast Corridor near Harrison station and also near Hudson tower. Though there is no longer any through-running of mainline intercity trains into PATH tunnels, FRA regulations still apply to PATH because PATH's right-of-way between Newark and Jersey City is very close to the Northeast Corridor. PATH also shares the Dock Bridge near Newark Penn Station with Amtrak and NJ Transit.

While PATH operates under several grandfather waivers, it still must meet requirements not applied to other American rapid transit systems, such as the proper fitting of grab irons to all PATH rolling stock, installation of PTC, and compliance with the federal railroad hours of service regulations. Additionally, all PATH train operators must be federally certified locomotive engineers, and the agency must conduct more detailed safety inspections than other rapid transit systems. These requirements increase PATH's per-hour operating costs relative to other rapid transit systems in the New York City and Philadelphia areas. For instance, it is three times more expensive to operate per hour than the New York City Subway despite having only a fraction of the latter system's length and ridership. The PANYNJ has sought to switch its regulator to the Federal Transit Administration, which oversees rapid transit, but the FRA has insisted that safety concerns require PATH to remain under its purview. Alternatively, the Port Authority has considered transferring PATH to NJ Transit.

Media and popular culture

PATH management has two principal passenger outreach initiatives: the "PATHways" newsletter, distributed for free at terminals, as well as the Patron Advisory Committee. Other passenger outreach initiatives include "PATHursday", allowing passengers to provide enhancing service suggestions. Similarly, the "PATH Riders' Council" allows feedback about their system design, service, and decision-making. PATH has offered various "Community Poster Competitions" with schools, "Transit Lines Poetry Stories" featuring poet pieces tied with New York and New Jersey region, and "Arts In Transit" and "PATH Performs!" displaying local artists' work and performances.

Media restrictions

As of December 2015, PATH regulations state that all photography, filmmaking, videotaping, or creations of drawings or other visual depictions within the PATH system is prohibited without a permit and supervision by a PATH representative. According to the rules, photographers, filmmakers, and other individuals must obtain permits through an application process. Although it has been suggested that the restriction was put in place due to terrorism concerns, the restriction predates the September 11 attacks and the 1993 World Trade Center bombing.

View from the front of a Newark-bound train, 1997

According to New Jersey newspaper Hudson Reporter, this ban excludes members of the general public who want to take pictures, and the photography and filmography ban only applies for commercial or professional purposes. The general public is allowed to take pictures of PATH stations and all other Port Authority facilities except in secure and off-limits areas. There have been decisions from the United States Supreme Court stating that casual photography is covered by the First Amendment; the case law is mixed. Under the law, PATH employees may not force a casual photographer to destroy or surrender their film or images, but confiscations and arrests have occurred. Litigation following such confiscations or arrests have generally, but not always, resulted in charges being dropped and/or damages awarded.

Tunnel decoration

On trains bound for Newark or Hoboken from World Trade Center, a short, zoetrope-like advertisement was formerly visible in the tunnel before entering Exchange Place. There was another similar advertisement, visible from 33rd Street-bound trains between 14th and 23rd Streets near the abandoned 19th Street station.

Every year, around Thanksgiving, PATH employees light a decorated Christmas tree at the switching station adjacent to the tunnel used by trains entering the Pavonia/Newport station. This tradition started in the 1950s when a signal operator hung 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 continued. After the September 11 attacks, a backlit U.S. flag was put up beside the tree as a tribute to the victims.

In popular culture

PATH trains and stations have occasionally been the setting for music videos, commercials, movies, and TV programs. For instance, the White Stripes's video for "The Hardest Button to Button" was filmed at 33rd Street. Additionally, the premiere for season 19 of Law & Order: Special Victims Unit was filmed in the World Trade Center station. The PATH system is also often used as a stand-in for the New York City Subway, as in John Wick: Chapter 2 where it was portrayed as a "Broad Street bound Z train".

Major incidents

Train collisions

• On August 31, 1922, two H&M trains collided in heavy fog at Manhattan Transfer, injuring 50 people, eight of them seriously.
• 22 июля 1923 года в результате очередного столкновения возле Манхэттена Трансфер один человек погиб и еще 15 получили ранения.
• 16 января 1931 года поезд H&M из семи вагонов сошел с рельсов и врезался в стену на 33-й улице , ранив 19 пассажиров.
• 22 августа 1937 года поезд H&M из 5 вагонов врезался в стену на терминале Гудзон , ранив 33 пассажира.
• 26 ноября 1938 года 22 пассажира были ранены, когда поезд H&M задел паровоз PRR в Кирни , к востоку от бывшей пересадочной станции Манхэттена.
• 26 апреля 1942 года шестивагонный поезд H&M сошел с рельсов на Exchange Place . Пять человек погибли и еще 222 получили ранения. Следствие установило, что водитель был в состоянии алкогольного опьянения.
• 17 декабря 1945 года поезд H&M из семи вагонов столкнулся со стальным барьером на Док-Бридж к западу от Харрисона , в результате чего машинист погиб, а 67 пассажиров получили ранения.
• 13 декабря 1958 года поезд H&M врезался в другой поезд на Джорнал-сквер , в результате чего 30 пассажиров получили ранения, но никто из них не получил серьезных травм.
• 16 октября 1962 года 26 человек получили ранения в результате крушения двух поездов H&M на терминале Гудзон.
• 23 июля 1963 года поезд PATH столкнулся с локомотивом PRR к востоку от Харрисона, в результате чего два пассажира погибли и еще 28 получили ранения.
• 11 января 1968 года в результате аварии на Журнальной площади 100 из примерно 200 пассажиров двух поездов, вместе взятых, получили ранения 100, 25 из них - серьезно.
• 21 октября 2009 года поезд PATH врезался в бампер в конце платформы на 33-й улице . Примерно 13 из 450 человек, находившихся на борту, получили легкие травмы; два члена экипажа и пять пассажиров были госпитализированы. Расследование, проведенное администрацией порта, установило, что причиной стала человеческая ошибка.
• 8 мая 2011 года поезд PATH врезался в бампер на терминале Хобокен , в результате чего 34 человека получили ранения; В NTSB заявили, что машинист поезда не смог контролировать скорость поезда, когда он въезжал на станцию.
• 10 октября 2019 года поезд PATH сошел с рельсов и столкнулся с платформой на вокзале Ньюарк-Пенсильвания. В это время в поезде никого не было.

Другие инциденты

• 3 июня 1982 года поезд возле Exchange Place загорелся, в результате чего 28 человек получили ранения.
• 8 августа 1983 года часть потолка на Джорнал-сквер упала на платформу, в результате чего двое погибли и 12 получили ранения. Последующее расследование показало, что обрушение потолка произошло из-за плохой конструкции станции, плохих процедур надзора во время строительства и ненадлежащего обслуживания.
• предполагаемый заговор с целью взрыва взрывчатки в трубах в центре Гудзона (первоначально предполагалось, что это был заговор с целью взорвать Голландский туннель раскрыло В июле 2006 года ФБР ) . По словам официальных лиц, этот план был необоснованным из-за прочности обоих туннелей, а также различных ограничений как в Голландском туннеле, так и в системе PATH. Трое из восьми организаторов были арестованы.
• 7 января 2013 года эскалатор на Exchange Place внезапно повернул назад, в результате чего пять человек получили ранения. После инцидента были проверены все эскалаторы системы PATH.

См. также

• Транспорт в Нью-Джерси
• Транспорт в Нью-Йорке
• Список систем метро
• PATCO Speedline , аналогичная линия скоростного транспорта / пригородных поездов, соединяющая Южный Джерси с Филадельфией.

Библиография

• Бреннан, Джозеф. «Заброшенные станции» .
• Карлтон, Пол (1990). Возвращение к Гудзонско-Манхэттенской железной дороге . Д. Карлтон Рейлбукс.

Внешние ссылки

Template:Attached KML/PATH (rail system)

KML is from Wikidata

• Официальный сайт
• Исторический американский инженерный рекорд (HAER) № NJ-44, « Мост транзитной системы PATH », 6 фотографий, 2 страницы данных, 1 страница с подписями к фотографиям
• HAER № NJ-108, « Ремонтные мастерские железных дорог Гудзона и Манхэттена », 12 фотографий, 13 страниц данных, 1 страница с подписями к фотографиям