The Trans-Hudson Port Authority ( PATH ) is a fast transit system serving Newark, Harrison, Hoboken, and Jersey City in metropolitan New Jersey to the north, as well as under and middle cities Manhattan in New York City. PATH is operated by Port Authority Trans-Hudson Corporation, a wholly owned subsidiary of the Port Authorities of New York and New Jersey. PATH trains operate 24 hours a day and 7 days a week, with four lines during daytime on weekdays and two lines over the weekend and late at night.
The system has a total route length of 13.8 miles (22.2 km), not overlapping double counting routes. PATH practiced using tunnels in Manhattan, Hoboken, and downtown Jersey City. The track crosses the Hudson River through a centuries-old cast iron tube located at the bottom of a river under a thin layer of mud. The PATH route from Grove Street in western Jersey City to Newark Penn Station runs on open cuts, at the grade level, and on elevated paths.
The route of the PATH system was initially operated by Hudson & amp; Manhattan Railroad (H & amp; M). Uptown Hudson Tubes was first opened in 1908, followed by Downtown Hudson Tubes in 1909, and the system was completed in 1911, with 16 stations. H & amp; M has peaked in 1927, with 113 million passengers, and soon begins to decline with the advent of vehicle travel. In 1937, two new stations in Harrison and Newark were built, replacing three existing stations. Two other stations in Manhattan were closed in the mid-20th century. H & amp; M went bankrupt in 1954. Operated under bankruptcy protection until 1962, when the Port Authority took over and named it PATH. In 1971, as part of the construction of the World Trade Center, the Hudson Terminal in Lower Manhattan was replaced by the World Trade Center station. The PATH system was disrupted for several years after the World Trade Center was destroyed on September 11, 2001, and a new transportation center was finally built at the location of the World Trade Center station.
There are some unfulfilled proposals for extending H & amp; M and then PATH, including Grand Central Terminal and Astor Place in New York City and to Plainfield, New Jersey. The PATH extension to Newark Airport, first proposed in the 1970s, was reconsidered in 2000 and is projected to begin construction by 2020.
PATH receives the same pay-per-ride MetroCard used by the New York City Transit system, but does not accept an unlimited ride, reduced fares, or EasyPay MetroCards. PATH rates are also paid using a smart card called SmartLink, which is not compatible with other transit systems. By 2017, PATH has an annual customer of 82.8 million passengers, with an average daily passenger of 283,719.
The PATH system is technically a commuter train under the jurisdiction of the Federal Railroad Administration, although it operates as a fast transit system. This is because of its predecessor, H & amp; M, is used to divide the route to Newark with the Pennsylvania Railroad. PATH uses one rolling stock class, PA5, delivered in 2009-2011.
Video PATH (rail system)
Histori
Hudson & amp; Manhattan Railroad
PATH precedes the first underground line of the New York City Subway, operated by the Interborough Rapid Transit Company. Originally known as Hudson & amp; Manhattan Railroad (H & amp; M). Although the train was first planned in 1874, the existing technology could not safely tunnel under the Hudson River. Construction began in an existing tunnel in 1890, but stopped shortly thereafter when the funds ran out. Construction continued in 1900 under the direction of William Gibbs McAdoo, an ambitious young lawyer who moved to New York from Chattanooga, Tennessee. McAdoo later became president of H & amp; M. H & amp; M became very closely associated with McAdoo which, in the early years, they were known as McAdoo Tubes or McAdoo Tunnels .
Construction
The first tunnel, now called Uptown Hudson Tubes, began construction in 1873. The then chief engineer, Dewitt Haskin, tried to build a tunnel using compressed air and then coated it with bricks. The workers managed to build the tunnel out about 1,200 feet (366 m) from Jersey City. However, construction was disrupted by the lawsuit, as well as a series of bursts, including a very serious one in 1880 that killed 20 workers. The project was abandoned in 1883 due to lack of funds. Another attempt by the British company, between 1888 and 1892, also proved unsuccessful.
When New York and the Jersey Tunnel Company started construction on a pipeline in uptown in 1902, chief engineer Charles M. Jacobs used different tunneling methods. He pushed the shield through the mud and then placed the cast iron coating around the tube. As the north tube of the uptown tunnel is completed immediately after the commencement of construction, the southern tube is built using the tubular cast iron method. The construction of the uptown tunnel was completed in 1906.
In late 1904, New York and the Jersey Railroad Company had received permission from New York City's Rapid Transit Board of Commissioners to build a new subway line through Midtown Manhattan, which would be connected to Uptown Hudson Tubes; the company received the sole right to operate this line for 25 years. The Midtown Manhattan line will travel eastward under Christopher Street before turning northeast below Sixth Avenue, then continue under Sixth Avenue to the terminal on 33rd Street.
In January 1905, Hudson Enterprises were established for the purpose of completing Uptown Hudson Tubes and building the Sixth Avenue line. The company, contracted to build the Uptown Hudson Tubes' underground tunnel on each side of the river, already has a capital of $ 21 million. H & amp; M was established in December 1906 to operate a passenger rail system between New York and New Jersey through Uptown and Downtown Tubes.
A second pair of tunnels, the current Downtown Hudson Tubes, is built around / 4 miles (2.0 km ) south of the first couple. Construction began in 1906 and completed in 1909, also using the method of tubular iron castings. The uptown and downtown tunnels consist of two tubes, each containing one-way lanes. The eastern end of the tunnel, which lies beneath Manhattan, is used cutting and covering construction methods.
Opening
Trial trains without passengers began through the tunnel by the end of 1907. The revenue service started between Hoboken Terminal and 19th Street at midnight on February 26, 1908, after President Theodore Roosevelt pressed a button at the White House that powered the power lines in the uptown pipeline; the first "official" trains have occurred the previous day, but are open only to elected officials. It's part of the current Hoboken-33rd Street track. H & amp; M is powered by a direct 650 volt direct current rail, which in turn draws power from an 11,000 volt transmission system with three substations. The main substations are the Jersey City Powerhouse, as well as two smaller substations at Christopher Street and Hudson Terminal station.
H & amp extension M from 19th Street to 23rd Street opened on June 15, 1908. On July 19, 1909, the service began between the Hudson Terminal in Lower Manhattan and the Exchange Place in Jersey City, via a downtown tube. The connection between the Exchange Place and the intersection near Hoboken Terminal opened on August 2, 1909, and the train started on the Hoboken-Hudson Terminal line. The new line operating between 23rd Street and Hudson Terminal was made on September 20, 1909. On September 6, 1910, H & amp; M is extended from the western Exchange Place to Grove Street, and the 23rd Street-Hudson line is diverted to Grove Road, becoming part of the current Journal Square-33rd Street line. The fourth line, Grove Street-Hudson Terminal (now the Newark-World Trade Center) line, is also created. On November 10 of that year, the Hoboken-23rd Street and Grove Street-23rd Street lines were extended from 23rd Street to 33rd Street.
H & amp lines M's Grove Street-Hudson Terminal extended west from Grove Street to Manhattan Transfer on October 1, 1911, and then to Park Place in Newark on November 26 that year. After completing the expansion of downtown Manhattan to 33rd Street and the westward extension to Manhattan transfers and the now-defunct Park Place Newark terminus in 1911, H & amp; M has been fully built. The final cost is estimated at $ 55- $ 60 million ($ 1,498,000,000 to $ 1,634,000,000 today). A stop at Summit Avenue (now Journal Square), located between Grove Street and Manhattan Transfer, opened on April 14, 1912, as a charging station on the Newark-Hudson Terminal line, though only one platform was used at the time. The Summit Avenue station was completed on February 23, 1913, allowing services from 33rd Street to stop there. The last station, in Harrison, opened on March 6, 1913.
External relations and un-built extensions
Initially, Hudson Tubes is designed to connect three major railway terminals on the Hudson River in New Jersey - Erie Railroad (Erie) and Pennsylvania Railroad (PRR) in Jersey City and Delaware, Lackawanna and Western Railroad (DL & amp; W) in Hoboken - with New York City. While PATH still provides connections to train stations in Hoboken and Newark, the Pavonia Erie Terminal in what is now Newport and the PRR terminals at the Exchange Place station is finally closed and then destroyed. There is initial negotiation for New York Penn Station to also be divided by two railroad lines. In 1908, McAdoo proposed to build an additional branch of H & amp; M south to Communipaw, so there will be a transfer to the Central Railroad of the New Jersey Terminal there.
When the New York City Rapid Transit Board of Commissioners has approved the construction of an H & amp; M's Sixth Avenue in 1904, he also allowed an open option to unearth the east-west junction line. The New York and Jersey Railroad Company are given the right constantly to dig under Christopher and the Ninth Streets to the east either to Second Avenue or Astor Place. This option was never fully implemented, since the crosstown line was only dug about 250 feet (76 m); partially finished crosstown tube still exists.
There are also plans to extend Uptown H & amp; northeast to Grand Central Terminal, located on Park Avenue and 42nd Street. This plan was first announced in February 1909, and the opening of stations 28 and 33 Street was delayed due to planning for the Grand Central expansion. The New York Times speculated that the downtown tunnel would see more passenger use than the uptown tunnel because, by that time, the city's financial core was located downtown rather than downtown. Interborough Rapid Transit Company (IRT) is a worthy competitor for H & amp; M, because its Lexington Avenue line is proposed to connect to H & amp; M at Grand Central, Astor Place, and Fulton Street-Hudson Terminal after the planned system is complete. The terminal at Grand Central should be just below the 42nd Street IRT line but above the IRT's Steinway Tunnel to Queens. However, the IRT builds an unauthorized ventilation shaft between two levels in an attempt to force H & amp; M to build the station at very low depth, thus making it more difficult for passengers to access H & amp; M. Alternatively, it is proposed to connect Uptown Tubes to the Steinway Tunnel. A franchise to extend Uptown Tubes to Grand Central was granted in June 1909. In 1914, H & amp; M has not yet started construction of the Grand Central expansion, and wants to delay the start of further construction. In 1920, H & amp; M has filed seventeen applications where they are trying to delay extension development; in all seventeen examples, H & amp; M has claimed that it was not the right time to build a tube. However, this time, the Speedy Transit Commander rejected this pending request, which effectively ended H & amp; M to build an extension to Grand Central.
In September 1910, McAdoo proposed another expansion, comprising a second north-south line through Midtown Manhattan. The southern terminal will be located at the Hudson Terminal, and the north terminal is on 33rd Street and Sixth Avenue, below Herald Square and near H & amp; M's 33rd Street available. The new north-south line, which will be 4 miles (6.4 km) long, will run mainly under Broadway, although a small section of the line near the Hudson Terminal will run under Church Street. Under McAdoo's plan, the city can take ownership of this line within 25 years of its completion. In November, McAdoo also proposed that a two-lane Broadway line be tied to the original IRT subway line in Lower Manhattan. The Broadway line, heading south, will join the local line from the Lexington Avenue IRT line to the south at 10th Street. Spurred the Lexington Avenue line in Lower Manhattan, behind the Trinity Church, would split east below Wall Street, across the East River to Brooklyn, then onto Fourth Avenue in Brooklyn, with another impulse under Lafayette Avenue. McAdoo wanted not only to operate what was then called the "Triborough System", but also the opportunity to bid on the path of Fourth Avenue in the future. Franchising for the Broadway line was eventually awarded to the Brooklyn Rapid Transit Company (BRT) in 1913, as part of the Double Contract. The first part of the Broadway BRT line opened in 1917, and the line was completed in 1920. The BRT was also awarded a franchise for the Fourth Avenue line in Brooklyn as part of the Double Contract. BRT's Fourth Line was opened gradually from 1915 to 1925.
In 1909, McAdoo considered expanding H & amp; M in New Jersey, building branches north to Montclair and Essex County. A route that runs north from Newark will continue straight to East Orange. From there, the twigs will be divided into South Orange in the south and Montclair to the north.
Starting from decrease
H & amp; M saw a travel record in 1927, when 113 million people used this system. The opening of the Dutch Tunnel that year, coupled with the Depression that began shortly thereafter, began to decline H & amp; M. The later development of the George Washington Bridge in 1931 and the Lincoln Tunnel in 1937 further attracted people away from the railroad tracks, as these former passengers were now able to cross the Hudson River by bus and private car. The Summit Avenue Station was renovated and rededicated as the "Journal Square" in 1929, and the Hudson and Manhattan Railroad Powerhouse in Jersey City closed in the same year, due to the H & amp; M can now draw energy from the larger power grid.
In the 1930s, service to Uptown Hudson Tubes in Manhattan was influenced by the construction of the Independent Subway System (IND) Sixth Avenue Line. Terminal 33rd Street closed on 26 December 1937 and service at H & amp; M is trimmed back to 28th Street to allow construction on the subway to take place. Terminal 33rd Street was moved south to 32nd Street and reopened on September 24, 1939. The city had to pay $ 800,000 to build a new 33 Street station and return H & M $ 300,000 more to H & amp; M for lost income. The 28th Street station is closed at the moment because the south entrance to 33rd Street terminal is just two blocks away, stopping unnecessary 28th Street. It was destroyed to make room for the IND track below.
Manhattan Transfer Station closed on June 20, 1937, and H & amp; M adapted to Newark Penn Station from the Park Place terminal a quarter of a mile north; Harrison station across the Passaic River moved several blocks to the south as a result. On the same day, Newark City Subway was extended to Penn Station Newark. The upper level from Center Street Bridge to Park Place then becomes Route 158.
Promotions and other ads prove to be ineffective in slowing down the financial downturn of H & amp; M. Station 19th Street in Manhattan closed in 1954. In the same year, H & amp; M enters the receiver because of consistent loss of revenue. It was operated under bankruptcy protection for many years and received tax cuts in 1956. That year, H & amp; M sees 37 million annual passengers, and transportation experts call for subsidies to help keep H & amp; M solvent. An expert proposes to create a "rail loop", with Uptown Hudson Tubes connecting to the IND Sixth Avenue Line, then proceed to Sixth Avenue and west through a new tunnel to Weehawken, New Jersey. In 1958, H & amp; M recorded 30.46 million passengers per year. Two years later, the creditor approved a tax plan to reorganize the company. During this time, H & amps worker M broke down twice because of a wage dispute: in 1953 for two days, and in 1957 for a month.
Port Authority Operations
Takeover
Planning the World Trade Center in the early 1960s allowed a compromise between the Port Authority and the states of New York and New Jersey. The Port Authority agrees to purchase and maintain Tubes in return for the right to build the World Trade Center on land occupied by Hudson Terminal H & amp; M, which is the Manhattan Underground terminal from Tubes. The official agreement was made in January 1962. On April 1 of the same year, the Port Authority established two subsidiaries: Trans-Hudson Port Authority Authority (PATH) to operate H & M, and other subsidiaries to operate the World Trade Center. The Port Authorities of New York and New Jersey will be bound under the Federal Interstate Trade Commission rules if running the railway directly, but with the establishment of PATH Corporation, only the operations of subsidiaries will be federally regulated.
On September 1, 1962, PATH officially took over the H & amp; M Railroad and Tubes. After taking over H & amp; M Railroad, the Port Authority spent $ 70 million to modernize its infrastructure. The Port Authority also re-records the H & amp; M into the new PATH path. In 1964, the Port Authority ordered 162 PA1 train carriages to replace H & amp; M rolling stock. The first PA1 car was delivered in 1965. Subsequently, the agency ordered 44 PA2 cars in 1967 and 46 PA3 cars in 1972.
1970s
The Hudson terminal is located in the future location of the World Trade Center. As part of the construction of the World Trade Center, the Port Authority decided to destroy the Hudson Terminal and build a new World Trade Center Terminal on the site. Groundbreaking at the World Trade Center occurred in 1966. During excavations and construction, the original Downtown Hudson Tubes continued to operate as an elevated tunnel. The World Trade Center terminal just opened on July 6, 1971, at a location different from the original Hudson Terminal. The new station costs $ 35 million to build, and sees 85,000 passengers daily at its opening. At this time, Hudson Terminal is closed.
In January 1973, the Port Authority released plans to double the size of the PATH system. The plan calls for an extension of 15 miles (24 km) from the Newark-World Trade Center line from Newark Penn Station to Plainfield, New Jersey. A stop at Elizabeth will allow PATH to serve the Newark Airport as well. At Newark Airport stop, there will be a transfer to the mover person to the terminal itself. Initial studies on rights-of-way, as well as design contracts, were conducted that year. This 15-mile (24 km) extension was approved in 1975. However, the Federal Urban Mass Transit Administration is wary of the proposed extension usefulness and is reluctant to provide $ 322 million in funds requested by the Port Authority for the project, which represents about 80% of the cost projected at the time. Finally, the government agreed to support the PATH extension. However, the United States Supreme Court ruled that the use of Port Authority bonds to finance the extension was not allowed, significantly reorganizing the project. In June 1978, the extension, estimated to cost $ 600 million, was canceled entirely for the improvement of the bus service in New Jersey.
Also in 1973, PATH workers went on strike due to union disputes with the Port Authority. A strike had been avoided in January 1973, but the talks then failed and the workers went out on 1 April. The 1973 strike was caused by a dispute over a salary increase that the Port Authority was not willing to provide. Negotiations between workers and the Port Authority were damaged due to the extended strike of the past month. The strike ended on June 2, 1973, sixty-three days after it began.
The New York City strike in 1980 stopped transit services on the New York City Transit Authority (NYCTA) bus and subway routes from April 1 to April 11. The special PATH route ran from 33rd Street to the World Trade Center via Midtown Manhattan, Pavonia -Newport, and Exchange Place during the NYCTA strike. PATH motormen also threatened to strike during this time, but this is not related to the NYCTA strike. The special service was suspended during April 8, Tuesday, as some workers refused to voluntarily operate the rail during their overtime hours. On June 12, 1980, PATH workers went on strike for the same reason as in 1973. The 1980 strike, the first since 1973, continued for 81 days. During the strike, dew forms in the tunnel and rust accumulates on the rails, although the pumps in the underwater tunnel are still operating so that the tubes will not be flooded completely. Alternate services across the Hudson River are provided by shuttle bus through the Dutch Tunnel, although it is described as "inadequate". The 1980 strike, which ended on September 1, is the longest in the history of PATH.
1980s and 1990s
During the 1980s, the PATH system experienced significant passenger growth, which meant that infrastructure required expansion and rehabilitation. The Port Authority announced plans in 1988 to improve infrastructure so that stations in the Newark-WTC line could accommodate a longer 8 car rail while the 7-car train could operate between Journal Square and 33rd Street. In August 1990, the Port Authority issued a $ 1 billion plan to renovate PATH stations and add new railways. To help provide revenue, the Port Authority installs a video monitor at its station displaying ads. At that time, the Port Authority experienced a deficit of $ 135 million annually, which seeks to reduce by tariff increases to reduce subsidies per passenger. In 1992, the Port Authority has spent $ 900 million on infrastructure improvements, including improving the track; modernization of communication and signaling; replacing ventilation equipment; and installed elevators on seven stations as part of America with the Disabilities Act of 1990.
New car maintenance facilities were also added at Harrison, costing $ 225 million, and opened around 1990. On October 12, 1990, the old Henderson Street Yard in PATH, an open air storage warehouse in the northeast corner of Marin Boulevard and Christopher Columbus Drive to the east Grove Street Station - is closed.
On December 11, 1992, a coastal storm caused high waves, causing massive flooding in the PATH tunnel. Most trains stop before they reach flood waters, but one train stops near the Hoboken Terminal. The 2,500-3,000 ft (760-910 m) path between Hoboken and Pavonia is flooded, as are other sites within the system. Some water pumps in the PATH system fail because too much water enters the system at once. The Newark-World Trade Center service was not disturbed after the flood, but the Journal Square-33rd Street service was forced to slow as several points along the route needed to be pumped out. The service to Hoboken was suspended for ten days, the worst period of disturbance since the 1980 summer attacks.
When the World Trade Center bombing occurred on February 26, 1993, a section of the ceiling at the PATH station collapsed and trapped dozens. However, PATH stations do not suffer structural damage. Within three days, the Port Authority can continue PATH services to the World Trade Center.
In the summer of 1993, the Port Authority banned tobacco advertising on all trains and stations. The Port Authority has earned $ 161,000 from these ads in the previous year. New car washes for train cars opened in mid-September 1993 in Jersey City, replacing old laundering on Line 1 at 33rd Street terminal. New washing operated by computer, and designed to tidy and recycle the water used in the operation. More space for operations is provided in Jersey City, allowing detergents used on cars to have more time to apply. On 33rd Street, the brush started rubbing the car as soon as the detergent continued. The new facility is designed to take about a minute for the detergent to work, helping to clean the car better. This project allows the Port Authority to disable automobile laundering on 33rd Street, providing more flexibility in terminal operations at stations.
In April 1994, a new entrance to the Exchange Place opened so that the ADA station was accessible. The new entrance is glass-driven and features two elevators that lead down a lower-level corridor 63 feet (19 m) down, from where the other elevator goes down the short distance to the platform level.
On 29 April 1996, three trains began operating rapidly at the Newark-World Trade Center service for six months, reducing 3.5 minutes of work time. The Hoboken-World Trade Center Weekend service began on 27 October 1996 on a trial basis of six months, and stated that the Newark-World Trade Center service was made permanent on the same day.
September 11, 2001, and recovery
The World Trade Center station in Lower Manhattan, under the World Trade Center, is one of two New York PATH terminals. The first station on site, which replaced the old Hudson Terminal in the same spot in 1971, was destroyed during the September 11 attacks, when the Twin Towers on top collapsed. Just before the collapse, the station was closed and every passenger at the station was evacuated.
With the devastation of the World Trade Center station, service to Lower Manhattan was stopped indefinitely. Exchange Place, the last station before the World Trade Center, was shut down because it could not operate as a terminal station; the track can not roll back the carriage in the opposite direction. The Exchange Place station also suffered severe water damage during the attack. The temporary PATH terminal at the World Trade Center was approved in December 2001 and is planned to be open within two years of that date.
Shortly after the September 11 attacks, the Port Authority began operating two uptown ( Newark-33rd Street blue, on the map, and Hoboken-33rd Street, blue) services, and one New Jersey service that is intrastate ( Hoboken-Journal Square , green). An evening service is instituted: Newark-33rd Street (via Hoboken) , red-blue. Meanwhile, modifications were made to the stub tunnel to allow trains from Newark to reach the Hoboken bound tunnel and vice versa. Modifications required by PATH to dig through the bedrock that divides the stub tunnels and tunnels to and from Newark. The tunnel is known as Penn Pocket , originally built for a short turn of World Trade Center to Exchange Place running to handle PRR commuter from the Harborside Terminal. The new Exchange Place station opened on June 29, 2003. Due to the original alignment of the tracks, the train to/from Hoboken uses a separate tunnel from the Newark service. From Newark, the train crosses into the Newark/Hoboken lane to the north of the Exchange Place. The train then turned around and used a crossover switch to go to Hoboken. From Hoboken, the train enters the Manhattan track at the Exchange Place. The train then turns around and uses the same crossover switch to get to the track leading to Newark before entering Grove Street.
The PATH service to Lower Manhattan was restored when a new $ 323 million new station opened on 23 November 2003; the inaugural train is the same as that used for evacuation. Secondly, the station temporarily contains parts of the original station, but does not have an installed heating or air conditioning system. The temporary entrance door closed on 1 July 2007, and was demolished to pave the way for a third permanent station; around the same time, Church Street entrance was opened. A new entrance at Vesey Street opened in March 2008, and the entrance on Church Street was later destroyed.
On July 7, 2006, the alleged plot to detonate explosives at PATH's Downtown Hudson Tubes (originally said to be a plan to bomb the Dutch Tunnel) was discovered by the Federal Bureau of Investigation. According to officials, the plan is unhealthy due to the strength of both tunnels, as well as various restrictions both on the Dutch Tunnel and PATH system. Of eight planners based in six different countries, three were arrested.
Hurricane Sandy
On October 29, 2012, the PATH service was frozen across the system before Hurricane Sandy. The following day, New Jersey Governor Chris Christie stated that the PATH train service would be out for 7-10 days as a result of the damage caused by the storm. Storm surge from typhoons caused significant flooding to PATH train stations in Hoboken and Jersey City, as well as at the World Trade Center. An image taken from a PATH security camera showing the water entry at Hoboken at 8:23 pm. on October 29, quickly spread across the Internet and became one of several representative images of the storm.
The first income PATH passed after the storm was the Journal Square-33rd Street service, which started back on November 6 and runs only during the day. The service expanded west to Harrison and Newark on Nov. 12, at the Newark-World Trade Center service venue. Christopher Street and 9th Street reopened over the weekend of November 17-18, but remained closed for the next five business days. The normal service on weekdays at Newark-World Trade Center and Journal Square-33rd Street lines resumes on November 26th. On weekends, trains are operated using Newark-33rd Street service patterns.
Hoboken Station was severely damaged after eight feet (2.4 m) of water drowned the tunnel, and had to remain closed for several weeks for a $ 300 million renovation. The Newark-33rd Street route was suspended for two weekends in mid-December, with Newark-World Trade Center running in place, to speed up the return of Hoboken's services. As a result, the Hoboken Terminal reopened on December 19 for daytime service on Hoboken-33rd Street, followed by the reopening of 24-hour PATH service on January 9, 2013. The Hoboken-World Trade Center train resumed on Jan. 29, Hurricane Sandy's pre-service was restored on the weekend of March 1st.
2010 enhancements
Construction of the World Trade Center Transportation Hub four permanent platforms began in July 2008, when the first "rib" made for the pedestrian walkway under Fulton Street was posted on the site. Platform A, the first platform of a permanent station, opened February 25, 2014, serves the Hoboken rider. Platform B and the remaining half Platform A opened a year later on May 7, 2015. Oculus headhouse is partly open to the public on March 3, 2016, marking the opening of the hub. Platforms C and D, the last two platforms at the station, opened on September 8 that year.
In January 2010, Siemens announced that PATH would spend $ 321 million to upgrade the signal system to use a communications-based train control (CBTC), using Siemens' Trainguard MT CBTC, to accommodate anticipated passenger growth. The CBTC system will replace the fixed-block signaling system, which involves signals placed next to the track and four decades old at the time. The system will reduce the time between trains, so more trains can run during peak hours, reducing passenger waiting time. Trainguard MT CBTC will complete the track and 130 of 340 PA5 built by Kawasaki Railcar. The goal is to increase passenger capacity from 240,000 passengers currently to 290,000 passengers per day. The entire system was originally expected to be operational by 2017. The entire initial order of 340 PA5 cars was completed in 2011. An additional 60 PA5 cars were purchased in the next two optional orders. Along with the increase of CBTC, the Port Authority spent $ 659 million to update thirteen platforms on the Newark-World Trade Center line so they can accommodate 10-car trains; before the increase, the channel can only run eight long car trains.
The Federal Railroad Administration also mandates that all trains in the United States have positive train controls, other railway safety systems, installed on their tracking by December 31, 2018. The installation of this system at PATH is conducted simultaneously with the installation of the CBTC signaling system, and by 2017, PATH is ahead of schedule on the installation of a positive train control. The Newark-World Trade Center route to the west of the Journal Square was transformed into a positive train control operation in April 2018, followed by a segment of east and west lines from Journal Square in May 2018. This caused delays throughout the system when the conductors had to slow down and manually adjust their trains to switch between two signal systems. The positive train controls will be tested at Uptown Hudson Tubes from July to October 2018, and the entire system will be changed in December.
Newark Airport extension proposal
In the mid-2000s, the renewal of Newark Airport was again considered the Port Authority allocated $ 31 million to conduct a feasibility study extending PATH two miles (3.2 km) from Newark Penn Station. In September 2012, it was announced that work would commence on research. The study estimates in 2004 an extension fee of $ 500 million. On September 11, 2013, Cray's reports that New Jersey Governor Chris Christie will publicly endorse PATH extensions; the estimated cost rises to $ 1 billion. The governor asked the largest airport operator, United Airlines, to consider flights to Atlantic City International Airport as an attraction to continue the project.
On February 4, 2014, the Port Authority proposed a 10-year capital plan that included the extension of PATH to Newark Liberty International Airport Station. The Board of Commissioners approved the Capital Plan, including the extension of the airport, on February 19, 2014. The plan includes a $ 1.5 billion PATH extension to Newark Liberty International Airport. The alignment will follow the Northeast Corridor which is about a mile further south to Newark Airport station, where connections to Newark AirTrain are available. At that time, development is expected to begin in 2018 and the last five years. However, by the end of 2014, there is a call to reconsider the funding priority of the Port Authority. The PATH extension follows the route from the existing Manhattan-to-Newark Airport rail service (on the NJ5 Northwest Transit Path and the North Jersey Jersey Line as well as the Amtrak Keystone Service and Northeast Region >). On the other hand, there is no funding for the Gateway Tunnel, a pair of commuter train tunnels that will equip North River Tunnels under the Hudson River, or the aging and overcrowded Port Authority Terminal. In December 2014, PANYNJ awarded a three-year, $ 6 million contract to HNTB to perform a cost analysis on the expansion of Newark Airport.
On January 11, 2017, PANYNJ released a 10-year capital plan that includes $ 1.7 billion for renewals. Under the updated plan, construction is projected to begin in 2020, with service in 2026. Two public meetings on the project are held in early December 2017. According to presentations presented at this meeting, the new PATH station will include park-and-placing lots as well as a new entrance to the station from the nearby Dayton neighborhood.
Maps PATH (rail system)
Route operation
PATH operates 24 hours a day, seven days a week. During working hours, PATH operates four train services, using three terminals in New Jersey and two in Manhattan. This service is a direct derivative of the four original services operated by H & amp; M. During late nights, weekends and holidays, PATH operates two services from two terminals in New Jersey and two services in Manhattan.
Each line is represented by a unique color, which also matches the color of the lights on the front of the train. The Journal Square-33rd Street (via Hoboken) service is the only line represented by two colors (orange and blue), because it's a late night/weekend/holiday combination from Journal Square-33rd Street and Hoboken-33rd Street. During peak hours, trains operate every four to eight minutes in each service. Each PATH station except Newark and Harrison is serviced by train every two to three minutes, for rush hour services of 20 to 30 trains per hour.
The PATH management has two major passenger outreach initiatives: the "PATHways" bulletin, distributed free of charge at the terminal, and the Patron Advisory Committee.
By 2017, PATH sees 82,812,915 total trips. On a typical business day, 283,719 passengers use the system. The busiest station is the World Trade Center, with 17,159,511 entries by 2017.
Services
The PATH system has a distance of 13.8 miles (22.2 km), calculating overlapping routes only once. During daytime on weekdays, four services operate:
- World Trade Center-Newark
- Hoboken-World Trade Center
- Square Journal-33rd Street
- Hoboken Street-33rd
Between 11:00 and 6:00, a. Monday through Friday, and throughout Saturdays, Sundays and holidays, PATH operates two rail services:
- World Trade Center-Newark
- Square-33rd Street Journal (via Hoboken)
Prior to 2006, Hoboken-World Trade Center and Journal Square-33rd Street were offered on Saturdays, Sundays and public holidays between 09:00 and 19:30. On April 9, 2006, the service was unstoppable at the time, replaced with the Journal Square-33rd Street service (via Hoboken). Passengers traveling from Hoboken to the World Trade Center were ordered to take the Journal Square-33rd Street service to Grove Street and transfer to the Newark-World Trade Center train.
PATH usually does not operate directly from Newark to Midtown Manhattan. However, after both 9/11 and Hurricane Sandy, the Newark-33rd Street specialty service operated to offset the loss of lanes and other stations. The intrusive Square-Hoboken Journal service also operated after the 9/11 attacks. The Journal Square-Hoboken and Newark-33rd Street services instituted after 9/11 were canceled by 2003.
The length of the train on all lines except the Newark-World Trade Center line is limited to seven cars. This is because the platforms at Hoboken, Christopher Street, 9th Street and 33rd Street can only accommodate seven cars and can not be renewed. The Newark-World Trade Center line can accommodate up to 8 cars. In 2009, the Port Authority began to upgrade platforms along these lines to accommodate 10-car trains.
List of stations
Currently there are 13 active PATH stations.
All terminals (33rd Street, Hoboken, World Trade Center, Journal Square and Newark) correspond to Americans with Disabilities Act of 1990, such as Exchange Place, Grove Street, and Pavonia/Newport. Harrison is currently undergoing reconstruction and will also be accessible, scheduled for completion in 2018. When the project is completed, only four stations will not be accessible to wheelchair users, all of whom will be in New York City.
Rates
The Port Authority imposes a single fixed fee for driving a PATH system, regardless of distance. On October 1, 2014, a one-time PATH ride is $ 2.75; two-way ticket is $ 5.50; 10 trips, $ 21; 20 trips, $ 42; 40 trips, $ 84 ($ 2.10 per trip); seven days without limit, $ 29; and 30 days without borders, $ 89. Single travel tickets are valid for two hours from the time of purchase.
While some PATH stations are adjacent or connected to the New York City Subway, Newark Light Rail, Hudson-Bergen Light Rail, and New Jersey Transit stations, there is no free transfer between these separate and different transit systems.
History
Tier-based rate
H & amp; M previously used a tier-based tariff system in which different rates were paid based on where the passengers traveled. For example, before September 1961, tariffs between countries to or from all stations except Newark Penn Station cost 25 cents, while unbalanced ticket fees paid 15 cents. In that month, tariffs between countries rose to 30 cents, and the intrastate rate to 20 cents. The fare to or from Newark Penn, regardless of the origin or destination, was 40 cents because the station's operations were shared with the Pennsylvania Railroad at the time. Under the Port Authority operation, the PATH tariff to and from Newark was lowered in 1966, standardizing interstate rates of up to 30 cents. The intrastate tariff of 15 cents doubled in 1970, effectively standardizing tariffs for all travelers at a fixed rate of 30 cents.
Tokens
PATH tariffs were paid by the brass token starting in 1965. The Port Authority ordered 1 million tokens in 1962 and bought a half million more in 1967. The Port Authority stopped the token sale in 1971 as a cost-cutting measure, because it costs $ 900,000 per year to maintain the system token rates. The agency replaced 175 turnstiles at 13 PATH stations with new turnstiles receiving a 30 cents rate in the right change.
QuickCards
The previous PATH rates are payable with a paper ticket called QuickCard. QuickCards, introduced in June 1990, applies only to PATH systems. They are magnetic cards where tariff information is stored on a magnetic strip on the front of the card.
QuickCard was removed in 2008 with the introduction of SmartLink. QuickCard sales stopped at most PATH stations in early 2008; in NJ Transit ticket machines at Transit NJ station since 30 November 2008; and at the ticket machine at the main PATH transfer station since December 31, 2008. At the end of 2008, PATH has completed the deactivation of all revolving cash receipts (other than QuickCard, MetroCard and SmartLink cards). The revolving door continues to receive various cards as tariff payments.
After QuickCard was stopped, it was replaced by SmartLink Gray, a non-rechargeable version of SmartLink card. These cards are sold at selected kiosk sellers and available in 10, 20 and 40 trip increments. Unlike regular SmartLink cards, GrayLine SmartLink cards have expiration dates. SmartLink Gray itself was discontinued in January 2016.
Current payment method
SmartLink
The official method of paying PATH tariff is a smart card known as SmartLink. SmartLink was developed at a cost of $ 73 million, and was originally intended as a regional smart card that could be used on transit systems throughout the New York metropolitan area. The launch of SmartLink began in July 2007 when it was first available in the World Trade Center. SmartLink can be linked to an online web account system that allows cardholders to register cards and monitor their use. SmartLink allows for auto charging systems connected to credit card accounts, where card balances are automatically recharged after reaching the remaining 5 trip thresholds (for multi-trip cards) or 5 days remaining (for unlimited cards).
MetroCard
PATH tariff payments can also be made using MetroCards single-ride, two-trip, and pay-per-ride, standard farecard operated by Metropolitan Transportation Authority (MTA). MetroCard is a magnetic stripe card, like the now defunct QuickCard. PATH riders pay their fare using MetroCard to insert the card into the slot in front of the revolving door, which reads the card and presents the MetroCard to the rider in the slot at the top of the same revolving door. Other types of MetroCards, including unlimited MetroCards, care are not accepted at PATH.
Plans to use MetroCard on PATH date until 1996, when the Port Authority and MTA consider the integrated tariff system for the first time. At that time, MetroCard was still launched on the MTA system, and more than 80% of the PATH drivers were transferred to other modes of transportation on their way. In November 2003, the Port Authority announced that MetroCard would be allowed to be used on PATH starting the following year. The Port Authority began implementing the MetroCard at PATH in 2005, installing new tariff-collection doors at all PATH stations. This rotary door allows passengers to pay their fare with PATH QuickCard or MTA Pay-Per-Ride MetroCard. MetroCard vending machines are located at all PATH stations. Machines sell Pay-Per-Ride MetroCards; allow riders to refill SmartLink cards; and sell Single Ride PATH tickets for use only on PATH systems. There are two types of MetroCard vending machines: large machines, which sell MetroCards and SmartLinks and receive cash, credit cards, and transit paying cards; and a small machine, which does not accept cash or sell a one way PATH ticket but instead performs the same function as a large vending machine.
In 2010, PATH introduced a two-way card for $ 4.00 using a standard MetroCard form. All PATH stations, except for uptown platforms on 14th and 23rd Streets, contain "blue vending machines" that sell these cards. The front of the card is a standard MetroCard (gold and blue) but instead has the text "PATH 2-Trip Card", "Applies to two (2) PATH trips only" and "No refills on this card". Users must discard the card after the trip is used because the revolving door does not store (or catch) the card as it did with the discontinued QuickCard.
Rolling stock
List of current names
In 2011, there was only one model, PA5. These cars are 51 feet (16 m) long by 9.2 feet (2.8 m) wide, smaller loading tiers than similar vehicles in the US; This limitation is due to the limited structural measure through the tunnel under the Hudson River. They can reach a maximum speed of 55 mph (89 km/h) in regular service. Each car accommodates 35 passengers, in an elongated "bucket" seat, and can load larger amounts in each car. The PA5 car has a stainless steel body and three doors on each side. The LCD screen above the window (between doors) displays the specific train destination. The PA5 car is incorporated and connected inwards consisting of up to ten long cars, with the conductor 'taxi in all cars and taxi engineers in the car "A" (driving).
In c. 2005 , the Port Authority awarded Kawasaki $ 499 million to design and build 340 new PATH cars under the PA5 order, which replaces all existing fleets on the system. With an average age of 42, the fleet is the oldest of any heavy railway line operating in the United States. The Port Authority announced that the new cars will be upgraded to MTA's R142A car version. The first of these new cars entered the revenue service July 10, 2009. All 340 cars were delivered in 2011. The Port Authority executed the next contract for 10 additional PA5 cars, bringing the total to 350.
As part of the fleet expansion and signal enhancement program, the Port Authority has the option of ordering a total of 119 PA5 additional cars as an option; 44 of these cars will expand the NWK-WTC line into a 10-car operation while the remaining 75 cars will be used to increase service frequency after a communications-based train control (CBTC) is implemented throughout the system by 2018. In December 2017, the Port Authority run the option to buy fifty additional PA5 cars for $ 150 million, for a total of 400 PA5 cars.
The carriage is stored and maintained at Harrison Car Care Facility in New Jersey, which is located east of Harrison station. Another train storage page is east of Journal Square Station. If the expansion of Newark Airport is built, a third carriage storage area will be built there.
Former list of names
Prior to the takeover of Port Authority, the H & amp; M uses rolling stock series given a letter from A to J. All these cars, except for the D and H series, are known as "black cars" because they are painted black. There are a total of 325 cars in the A to J series, of which 255 are black cars. The first 190 cars, in grades A through C, were booked for the initial H & M service and delivered in 1909-1911. The cars, built in seven modular segments, measured 48.25 feet (14.71 m) in length with a loading size of 8.83 feet (2.69 m) and a height of 12 feet (3.7 m), with seating elongated and three doors on each side. They are ordered to narrow specifications of the Hudson Tubes, and are light enough that they can be tested on Second Avenue in Manhattan, which can only support light rail. Seventy-five cars in grade E to G were added in 1921-1923, allowing H & amp; M to extend the train consists of 6-7 cars each up to 8 cars each. Although the E-G class has an exterior dimension similar to the A-C class, the E-G series has a higher capacity, heavier, and has a much different window design compared to the A-C series. The last sequence of black cars, 20 cars in the J series, was delivered in 1928. Many black cars remained in operation from their beginnings until the bankruptcy of H & amp; M in 1954. At that time, black cars needed a large amount of maintenance.
PRR and H & amp combined services M consists of 40 cars in classes D and H, owned by H & amp; M, and 72 cars from the MP-38 class, owned by PRR. Sixty MP-38 and 36 Class D cars were delivered in 1911, when the first service was operated. In 1927, an additional twelve MP-38 cars were ordered based on the MP-38A classification, as well as four Class H cars. As a result of different manufacturers and long duration between two pairs of orders, the design of Class D and MP-38 cars was different from design Class H and MP-38A. The red cars were branded with the names of the two companies to mark the partnership. The red cars suffered from corrosion and design flaws, and were unusable in 1954. All red and black car series were designed to be operationally compatible, meaning that the train consisted of cars from any series.
MP-52 and K-class, which replaced the D-class and 60 MP-38 ordered in 1911, consisted of orders of 50 cars. MP-52 (30 cars) and K-class (20 cars) purchased by PRR and H & amp; M respectively and delivered in 1958 to save on the cost of maintaining an existing car.
After the Port Authority takes over the operation of H & amp; M Railroad in 1962, he started ordering new rolling stock to replace H & amp; Old M. St. Louis Car built 162 PA1 cars in 1964-1965. St. Louis also built PA2, an additional order of 44 cars, in 1966-1967. Hawker Siddeley built 46 PA3 cars in 1972. 95 PA4 was built by Kawasaki Heavy Industries in 1986-1987, replacing the K-class and MP-52 series.
PA1, PA2, and PA3 cars have painted aluminum bodies, and two doors on each side. The rear light panel above the door shows the purpose of the 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 these white cars to fit the PA4 car shipped at the time. The PA4 car has a stainless steel body, and three doors on each side. Displaying a back-lit above the window (between doors) is displayed for a specific train destination. These four series are designed to be operationally compatible. Although the four orders contain an "A" car with a taxi at one end, the PA1 and PA2 commands also contain several "C" cars. The ends of the trains should consist of "A" cars, but even some "A" cars and some "C" cars can be placed in the middle of existing ones. This means that, for example, consists of cars incorporated in the A-A-A-A, A-C-C-A or A-A-C-C-A operable sequence, but not comprised of cars incorporated in the A-A-A or A-A-C-A sequence. Trains can range from 3 to 8 cars. All PA1-PA4 equipment is retired from passenger service in 2009-2011.
A PATH train consisting of 745, 143, 160, 845, 750, 139, and 612 cars was abandoned under the World Trade Center on September 11, 2001. The fall of the south tower largely destroyed the train; cars 745 and 143 are not positioned directly under the tower and are the only survivors of a relatively intact collapse. Both cars are cleaned and stored in the warehouse after collapse, while the rest of the train has been stripped of usable parts and discarded. The cars were meant to be featured at the National September 11 Memorial & amp; Museum. However, the cars were considered too large to be displayed in the museum; as a result, 745 cars were donated to the Shore Line Trolley Museum, while 143 cars were donated to the Trolley Museum of New York.
TRA railway status
While PATH resembles a distinctive intruded heavy rail system, it is actually under the jurisdiction of the Federal Railroad Administration (FRA), which oversees the railroad tracks connected to the national railway infrastructure. PATH is used to share trackage with Pennsylvania Railroad between Hudson locks close to Harrison and Journal Square. The line is also connected to Amtrak's Northeast Corridor near Harrison station and also near the Hudson Tower. This connection has been disconnected (except for one diamond crossing on the edge near the Hudson Tower), because the track layout in Hudson interlocking has been heavily modified. However, the FRA rules still apply to PATH due to the PATH track path with Amtrak tracking. PATH also uses a bridge operated by Amtrak: Dock Bridge near Newark Penn Station.
While PATH operates under some grandfather's neglect, it is necessary to do things that are not usually seen in the American transit system. Some of these include proper iron installation for all PATH rolling stocks, the use of federally certified locomotive engineers, the installation of positive train control (PTC), and compliance with federal rail hour time regulations. This increases PATH's hourly operational costs relative to other rail systems in New York City and the Philadelphia area.
Popular media and culture
Media restrictions
The PATH Regulation on December 20, 2015 states that all photography, filmmaking, video recording, or other visual or visual creation in the PATH system is prohibited without permission by PATH and oversight by PATH representatives. By rule, photographers, filmmakers, and other individuals must obtain permission through the application process. Although it has been argued that the restriction was imposed due to terrorist concerns, the restrictions began 9/11.
It is thought that this prohibition excludes members of the general public wishing to take pictures, and the prohibition of photography and filmography only applies to commercial or professional purposes. There is a decision by the United States Supreme Court that states that casual photography is covered by the First Amendment of the Constitution of the United States. However, the law of the case varies. According to law, PATH employees may not force ordinary photographers to destroy or submit their films or images, but confiscation and arrest have occurred. The litigation after such seizure or arrest in general, but not always, results in a collapse of fees or remedies.
Decoration of the tunnel
On trains to Newark or Hoboken from the World Trade Center, short ads like zoetrope are commonly seen in tunnels before entering the Exchange Place. There is also used for the 33rd Street rail between 14th and 23rd Streets near the abandoned 19th Street station.
Every year, around Thanksgiving, PATH employees turn on a Christmas tree decorated in a switching station adjacent to the tunnel used by the train entering the Pavilion/Newport station. This tradition continued since the 1950s when the signal operator, Joe Wojtowicz, began hanging a series of Christmas lights in the tunnel. While PATH officials initially worried about putting up decorations in the tunnels, they then agreed and the tradition continued. After the September 11 attacks, the US flags were reassembled beside the trees as a tribute to the victims of the attack.
In popular culture
PATH and station trains are sometimes a place for music videos, commercials, movies, and TV programs. For example, a video for the White Stripes song "The Hardest Button to Button" was recorded at Station 33. In addition, the premiere for season 19 of Law & amp; Order: Special Victims Unit was filmed at World Trade Center station. PATH can also be used as a stand-in for the New York City Subway.
Large incident
Train collision
On August 31, 1922, two H & amp; M collided in Manhattan Transfer due to thick fog, injuring 50 people, eight of them serious. Another collision near the same location less than a year later, on July 22, 1923, killed one person and injured 15 others.
A H & amp; M seven cars derailed a switch and collided with a wall on 33rd Street on January 16, 1931, injuring 19 passengers. In a similar crash on August 22, 1937, the H & amp; 5 cars crashed into the wall at Hudson Terminal, injuring 33 passengers.
On November 26, 1938, twenty-two passengers were injured when the H & amp; M crashed into a PRR machine in Kearny, east of the previous Manhattan Transfer station. A similar accident occurred on July 23, 1963, when a PATH train collided with a PRR engine east of Harrison, killing two passengers and injuring 28 others.
On April 26, 1942, the H & amp; M six cars stop at Exchange Place. Five people were killed and 222 others wounded. Subsequent investigations found that the motorman had been drunk at the time. On December 17, 1945, the H & amp; M seven cars collided with a steel barrier at Doc Bridge west of Harrison, killing the motorman and injuring 67 passengers.
A PATH train crashed into the back of another train in Journal Square on December 13, 1958, injuring 30 passengers, nothing serious. Nine years later, on January 11, 1968, another accident at the back of the same site injured 100 of about 200 passengers combined on two trains, 25 of them serious. No one was killed.
On October 21, 2009, a PATH train hit a barricade at the end of the platform on 33rd Street. About 13 of the 450 people on a seven-car train suffered minor injuries, and seven people including two crew members and five passengers were taken to a nearby hospital. Investigations by the Port Authority determine that the accident was caused by human error. In a similar accident on May 8, 2011, a PATH train hit a barricade at the Hoboken Terminal, injuring 34 people. This accident was attributed to the excessive speed of the train.
Other incidents
Trains near Exchange Place burn on
Source of the article : Wikipedia
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