PATH (rail system)

Port Authority Trans-Hudson

Company type	Subsidiary
Industry	Rapid transit
Predecessor	Hudson & Manhattan Railroad
Founded	1908
Founder	William Gibbs McAdoo
Defunct	1954 (H&M bankruptcy)
Fate	Taken over by Port Authority of New York and New Jersey in 1962 and rebranded as PATH
Successor	PATH
Headquarters	New York City , United States
Area served	Northeastern New Jersey and Manhattan, New York City
Key people	William Gibbs McAdoo (former president)
Products	Rapid transit service
Owner	Port Authority of New York and New Jersey
Parent	Port Authority of New York and New Jersey

The Port Authority Trans-Hudson (PATH) is a rapid transit network that serves several cities in northeastern New Jersey, including Newark, Harrison, Jersey City, and Hoboken, as well as Lower and Midtown Manhattan in New York City. Managed by the Port Authority of New York and New Jersey as a fully owned subsidiary, PATH operates continuously throughout the day and night, featuring four routes and 13 stations on weekdays, with scaled-back service during weekends and holidays. The system crosses the Hudson River through cast iron tunnels embedded in river silt, functioning as a deep subway within Manhattan and along the waterfront areas of Jersey City and Hoboken. Between Jersey City and Newark, trains run via open cuts, at ground level, and on elevated tracks. In , PATH recorded total ridership of , averaging per weekday in , making it the fifth most heavily used rapid transit system in the United States.

Initially operated by the Hudson & Manhattan Railroad (H&M), which was developed to connect New Jersey’s Hudson Waterfront to New York City, service commenced in 1908 and was completed by 1911. The company faced financial difficulties during the Great Depression, culminating in bankruptcy in 1954. The Port Authority took over ownership in 1962 as part of the original World Trade Center development plans, subsequently rebranding the system as PATH. The network has endured significant interruptions from events such as the September 11 attacks and Hurricane Sandy. Future expansion plans include extending service to Newark Liberty International Airport within the next decade.

Although PATH functions similarly to a rapid transit system, it is legally designated as a commuter railroad under Federal Railroad Administration oversight due to its shared track rights with freight and intercity rail services between Jersey City and Newark. This classification mandates that all operators possess railroad engineer certifications and subjects trains to enhanced inspection protocols. As of 2023, PATH utilizes a single class of rolling stock: the PA5 cars.

Hudson & Manhattan Railroad

The PATH system predates the initial underground line of the New York City Subway. The Hudson & Manhattan Railroad (H&M) was first envisioned in 1874; however, safe tunneling beneath the Hudson River was not feasible at that time. Construction started in 1890 but was suspended due to financial constraints. Work resumed in 1900 under William Gibbs McAdoo, who later became president of H&M. The railroad became closely associated with McAdoo, with its tunnels originally referred to as the McAdoo Tubes.

Construction

The initial tunnel project—now known as the Uptown Hudson Tubes—was launched in 1873 under chief engineer Dewitt Haskin, employing compressed air tunneling techniques combined with brick lining. Progress halted due to legal disputes and fatal accidents, leading to abandonment in 1883 because of insufficient funding. A subsequent attempt by a British firm from 1888 to 1892 also ended unsuccessfully.

In 1902, construction recommenced under the New York and New Jersey Railroad Company using tunneling shields and tubular cast iron segments overseen by engineer Charles M. Jacobs. Completion of the uptown tubes occurred by 1906.

By late 1904, the New York City Board of Rapid Transit Commissioners approved a new subway route through Midtown Manhattan to link with the Uptown Hudson Tubes, granting exclusive operating rights for 26 years. This Midtown line extended east beneath Christopher Street before turning northeast underneath Sixth Avenue, terminating at 33rd Street.

In 1905, the Hudson Companies were established with $21 million in capital aimed at finishing the Uptown Tubes, constructing the Sixth Avenue line, and building a second pair of tunnels—the present-day Downtown Hudson Tubes. The H&M was incorporated in December 1906 to operate passenger rail service connecting New York and New Jersey via both sets of tubes.

The Downtown Hudson Tubes lie approximately south of the original tunnels and were finished in 1909 using tubular cast iron construction methods. Both sets of tunnels—uptown and downtown—consist of two tubes each containing a single unidirectional track. In Manhattan, sections of these eastern tunnels were constructed using cut-and-cover techniques.

Inauguration

Initial test operations with empty trains commenced toward the end of 1907. Paid passenger service officially began at midnight on February 26, 1908, running between Hoboken Terminal and 19th Street, marked by President Theodore Roosevelt remotely activating the electric lines from the White House. This segment eventually became incorporated into the present-day Hoboken–33rd Street route. The H&M system utilized a 650-volt direct current third rail, energized through an 11,000-volt transmission network supported by three substations: the primary Jersey City Powerhouse alongside smaller facilities at Christopher Street and Hudson Terminal.

Service was extended from 19th Street to 23rd Street in June 1908. By July 1909, trains operated between Hudson Terminal in Lower Manhattan and Exchange Place in Jersey City via the downtown tunnels. Shortly thereafter, a connection linking Exchange Place to the vicinity of Hoboken Terminal was opened, forming the foundational route for what is now the Hoboken-Hudson Terminal (currently Hoboken–World Trade Center) line. A new line connecting 23rd Street and Hudson Terminal was inaugurated in September.

In August 1910, the system expanded westward from Exchange Place to Grove Street, rerouting the 23rd Street–Hudson Terminal line to Grove Street, which corresponds to today’s Journal Square–33rd Street line. Additionally, a fourth route between Grove Street and Hudson Terminal emerged (today’s Newark–World Trade Center line). By November 1910, both the Hoboken–23rd Street and Grove Street–23rd Street lines were extended northward to 33rd Street.

The Grove Street–Hudson Terminal line pushed further west from Grove Street to Manhattan Transfer in October 1911, continuing onward to Park Place in Newark by November 26. With these expansions—completing the uptown extension to 33rd Street and westward reaches to Manhattan Transfer and Park Place—the H&M system reached its full configuration. The total expenditure was estimated between $55 million and $60 million ($ - $ in ).

An infill station at Summit Avenue (now known as Journal Square), situated between Grove Street and Manhattan Transfer, opened partially in April 1912; full platform completion followed by February 1913, allowing trains from 33rd Street to terminate there. The final station addition at Harrison commenced operations a month later.

External connections and proposed expansions

The original vision for the Hudson Tubes was to connect three principal New Jersey railroad terminals—the Erie Railroad and Pennsylvania Railroad terminals located in Jersey City, along with the Delaware, Lackawanna and Western Railroad terminal in Hoboken—to New York City. Although PATH continues to serve stations at Hoboken and Newark, both Erie’s Pavonia Terminal (now Newport) and PRR’s Exchange Place terminal have since been closed down and demolished. Early discussions explored sharing New York Penn Station facilities between these railroads. In 1908, McAdoo suggested extending the H&M southward to reach the Central Railroad of New Jersey Terminal at Communipaw.

When rapid transit authorities approved the H&M Sixth Avenue line in 1904, provisions were made for a potential east-west crosstown tunnel beneath Christopher and Ninth Streets extending toward Second Avenue or Astor Place. Construction on this project began but was soon discontinued; remnants of approximately 250 feet of tunnel still exist.

In February 1909, H&M announced intentions to extend its Uptown Tubes northeastward toward Grand Central Terminal. This plan delayed openings of stations at 28th and 33rd Streets. The New York Times speculated that tunnels serving downtown areas would attract increased ridership due to better service for Manhattan’s financial district.

The Interborough Rapid Transit Company (IRT), a rival operator, proposed linking its Lexington Avenue line with H&M at Grand Central, Astor Place, and Fulton Street–Hudson Terminal once completed. The IRT’s Grand Central terminal was planned beneath its existing 42nd Street Shuttle but above the Steinway Tunnel leading to Queens. However, IRT constructed an unauthorized ventilation shaft between these levels that forced H&M’s station deeper underground, thereby reducing ease of access. An alternative proposal involved connecting Uptown Tubes directly with the Steinway Tunnel. In June 1909, a franchise was granted for extending Uptown Tubes to Grand Central.

By 1914, construction on the Grand Central extension had not commenced; H&M requested multiple postponements—17 over six years—citing adverse conditions. Ultimately, Rapid Transit Commissioners denied the final delay request, terminating H&M’s rights for this extension.

In September 1910, McAdoo proposed establishing a second north-south route through midtown Manhattan spanning roughly four miles from Hudson Terminal to 33rd Street and Sixth Avenue beneath Herald Square and Broadway; its southern segment would run under Church Street. The city would have had option to assume ownership within twenty-five years post-completion. Later that year, McAdoo also suggested linking this Broadway line with IRT’s original subway in Lower Manhattan. The Broadway route would connect with IRT Lexington Avenue local tracks near 10th Street southbound. A spur from Lower Manhattan would extend beneath Wall Street into Brooklyn via Fourth Avenue with an additional branch under Lafayette Avenue. McAdoo sought operational control of this "Triborough System" along with future bidding privileges on Fourth Avenue line projects. Eventually, the franchise for this Broadway corridor was awarded to Brooklyn Rapid Transit Company (BRT) under the Dual Contracts agreement in 1913.

In 1909, McAdoo explored expanding H&M service within New Jersey by adding a northern branch toward Montclair in Essex County. This extension would proceed northward from Newark through East Orange before splitting into branches reaching South Orange and Montclair respectively.

Decline and bankruptcy

In 1927, the H&M recorded a peak ridership of 113 million passengers. However, after the Holland Tunnel opened that same year, passenger numbers began to fall, a trend that worsened during the Great Depression. The inauguration of the George Washington Bridge in 1931 and the Lincoln Tunnel in 1937 further encouraged commuters to switch from trains to automobiles. In 1929, the Summit Avenue station underwent refurbishment and was renamed "Journal Square," while the railroad's powerhouse in Jersey City ceased operations as it transitioned to drawing electricity from the regional power grid.

Throughout the 1930s, construction of the Independent Subway System’s Sixth Avenue Line impacted H&M operations. The 33rd Street terminal was closed at the end of 1937 and relocated to 32nd Street by 1939. The city invested $1.1 million to construct this new station and to compensate for lost revenue. Meanwhile, the nearby 28th Street station was shuttered and later demolished to accommodate subway expansion.

The Manhattan Transfer station closed in mid-1937, with services redirected to Newark Penn Station, resulting in a southward shift of Harrison station. Additionally, the upper deck of the Centre Street Bridge was converted into Route 158.

Despite various promotional efforts, financial difficulties persisted. The 19th Street station was closed in 1954, coinciding with H&M entering receivership due to ongoing fiscal losses. Operating under bankruptcy protection, the company settled $1.9 million in overdue taxes with New York and New Jersey by 1956. Annual ridership dropped to 37 million, leading to proposals for subsidies; among these was a "rail loop" concept linking Uptown Hudson Tubes with the IND Sixth Avenue Line and extending service to Weehawken, New Jersey. By 1958, ridership further declined to 30.46 million. Creditors approved a reorganization plan in 1960. During this era, employees staged strikes over wage disputes in both 1953 and 1957.

Port Authority takeover

In the early 1960s, plans for the World Trade Center resulted in an agreement between the Port Authority and the states of New York and New Jersey. The Port Authority consented to acquire and operate the Tubes in return for development rights on the Hudson Terminal site—the Lower Manhattan terminus of the Tubes—for constructing the World Trade Center. A formal pact was finalized in January 1962; four months later, the Port Authority established two subsidiaries: one named Port Authority Trans-Hudson Corporation (PATH) to manage H&M operations, and another dedicated to overseeing World Trade Center development. This arrangement confined federal oversight solely to PATH activities.

The Port Authority officially assumed control of the H&M Railroad and Tubes in September 1962, rebranding them as Port Authority Trans-Hudson (PATH). Following acquisition, it invested $70 million into infrastructure upgrades and updated station appearances with PATH branding. In 1964, an order was placed for 162 PA1 rail cars intended to replace outdated rolling stock dating back to 1909; deliveries commenced in 1965. Subsequent orders included 44 PA2 cars in 1967 and an additional 46 PA3 cars in 1972.

1970s

During construction of the World Trade Center, Hudson Terminal was demolished by the Port Authority to make way for a new World Trade Center Terminal. Construction began in 1966 while the original Downtown Hudson Tubes continued operation as elevated tunnels throughout this period. The new terminal opened in 1971 west of Hudson Terminal at a cost of $35 million, serving approximately 85,000 passengers daily. Following its opening, Hudson Terminal was permanently closed.

The Journal Square Transportation Center commenced operations in 1973, centralizing activities within its ten-story facility.

In January of that year, the Port Authority announced intentions to double PATH’s route mileage by extending service from Newark Penn Station to Plainfield, New Jersey, including a stop at Elizabeth intended to connect Newark Airport via a people mover link. Initial right-of-way assessments and design contracts were initiated during that year. Although approved in 1975, funding from the Federal Urban Mass Transit Administration—amounting to $322 million or roughly 80% of projected costs—was initially withheld. Eventually supported by the administration, progress was halted in 1977 when the U.S. Supreme Court ruled that repealing a covenant embedded within the 1962 bond agreements violated the Constitution’s Contract Clause, effectively blocking construction of the extension. By June 1978, with estimated costs reaching $600 million, plans for this expansion were abandoned in favor of improving New Jersey bus services instead.

Labor Strikes

During this era, PATH operations were notably disrupted by labor conflicts. While a strike in January 1973 over wage disputes was narrowly avoided, negotiations eventually broke down, leading to a strike in April. This labor action persisted into May, concluding in June after a total of 63 days when workers resumed their duties.

The 1980 New York City transit strike, which halted NYCTA bus and subway services for ten days, saw PATH implement a special route connecting 33rd Street to the World Trade Center via Midtown Manhattan, Pavonia–Newport, and Exchange Place. However, this service was later suspended as some PATH employees declined overtime work amid strike threats.

In June of the same year, PATH workers initiated another strike demanding higher pay—their first since 1973. Lasting 81 days, this became the longest strike in PATH’s history. Despite pumps working to prevent tunnel flooding, the tracks experienced moisture accumulation and corrosion. Shuttle buses operating through the Holland Tunnel offered only limited replacement service during this period.

Developments in the 1980s and 1990s

The increase in PATH ridership throughout the 1980s spurred expansion efforts. By 1988, plans were underway to lengthen stations on the Newark–World Trade Center line to accommodate eight-car trains, while seven-car trains would operate between Journal Square and 33rd Street. A comprehensive $1 billion renovation initiative launched by 1990 included station enhancements and procurement of new train cars. Stations were fitted with video monitors aimed at generating advertising income. Despite reducing subsidies per passenger, PATH sought fare hikes to address an annual deficit of $135 million. By 1992, investments totaling $900 million had been funneled into track rehabilitation, advanced signaling systems, ventilation improvements, and installation of ADA-compliant elevators at seven stations.

In 1990, a new $225 million maintenance facility opened in Harrison, replacing the outdated Henderson Street Yard near Grove Street station.

The December 1992 nor'easter caused flooding in several PATH tunnels, particularly between Hoboken and Pavonia stations. Although most trains avoided floodwaters, one became stranded near Hoboken Terminal. In certain sections, pumping capacity was exceeded; Newark–World Trade Center service remained operational without interruption, but Journal Square–33rd Street trains experienced delays due to water removal efforts. Hoboken service was suspended for ten days—the longest service disruption since the strike in 1980.

Following the 1993 World Trade Center bombing, a station ceiling collapse trapped numerous individuals; however, the station's structural integrity remained intact. PATH resumed operations within three days.

In summer 1993, tobacco advertising was prohibited across PATH trains and stations by Port Authority mandate. A new car wash facility opened in Jersey City in September to replace the previous one at the 33rd Street terminal. Additionally, an ADA-compliant entrance was inaugurated at Exchange Place station in April 1994.

Express service on three Newark–World Trade Center trains was introduced in 1996 for a six-month trial period, cutting travel time by approximately three and a half minutes. Concurrently in October, weekend Hoboken–World Trade Center service commenced on a six-month pilot basis alongside the permanent establishment of express Newark–World Trade Center trains.

Impact of September 11, 2001 and Subsequent Recovery

The World Trade Center station, serving as one of PATH’s two New York terminals located in Lower Manhattan, was destroyed during the September 11 attacks when the Twin Towers collapsed. Prior to its destruction, the station had been evacuated and closed. Service to Lower Manhattan was suspended indefinitely following the event. The adjacent Exchange Place station also closed due to severe water damage and an inability to turn trains.

In December 2001, approval was granted for a temporary PATH terminal at the World Trade Center site with an anticipated opening timeline of two years. Shortly after the attacks, Port Authority operated two uptown routes: Newark–33rd Street and Hoboken–33rd Street services; additionally, an intrastate New Jersey route between Hoboken and Journal Square continued operation. A nighttime Newark–33rd Street service routed via Hoboken was also maintained.

To reestablish connectivity between Newark- and Hoboken-bound tunnels, modifications were made to a stub tunnel known as "Penn Pocket," involving bedrock excavation. The Exchange Place station reopened in June 2003; however, due to track arrangements eastbound trains from Newark reversed west of Exchange Place to reach Hoboken and vice versa for Hoboken trains heading toward Newark.

PATH service resumed to Lower Manhattan with a new temporary station costing $323 million in November 2003; notably, the inaugural train matched that used during evacuation efforts. This second temporary facility incorporated elements of the original structure but lacked climate control features such as heating or air conditioning. Its entrance closed in July 2007 to allow demolition for construction of a permanent station; simultaneously, an entrance on Church Street opened. A Vesey Street entrance followed in March 2008 after which the Church Street entrance was demolished.

Construction of the permanent four-platform World Trade Center Transportation Hub commenced in July 2008 with installation of prefabricated structural "ribs" forming the pedestrian passage beneath Fulton Street. Platform A began serving Hoboken-bound passengers in February 2014; Platform B along with the remaining half of Platform A opened in May 2015. The hub officially opened with part of its headhouse structure in March 2016. Platforms C and D became operational that September completing the $4 billion transit complex.

Hurricane Sandy

Service on all PATH lines was halted on October 29, 2012, in anticipation of Hurricane Sandy. New Jersey Governor Chris Christie projected that operations would be suspended for approximately 7 to 10 days due to extensive storm-related damage. The surge-induced flooding severely affected the stations at Hoboken, Jersey City, and the World Trade Center. An image captured by a PATH security camera showing Hoboken station submerged became widely circulated, highlighting the hurricane’s devastation.

Partial service recommenced on November 6, initially limited to daytime hours on the Journal Square–33rd Street route. By November 12, service expanded to include Harrison and Newark stations, replacing the Newark–World Trade Center line temporarily. The Christopher Street and Ninth Street stations briefly reopened during the weekend of November 17–18 but were closed again for a five-day period. Regular weekday schedules resumed on November 26 for the Newark–World Trade Center and Journal Square–33rd Street lines, while weekend service operated between Newark and 33rd Street.

The Hoboken Terminal suffered significant damage from floodwaters reaching up to , necessitating a closure lasting several weeks and repairs costing $300 million. To accelerate Hoboken’s reopening, the Newark–33rd Street service was suspended over two weekends in December and substituted with Newark–World Trade Center trains. In December, Hoboken Terminal reopened for weekday daytime Hoboken–33rd Street service, progressing to full 24-hour weekday operations in early 2013. The Hoboken–World Trade Center route resumed late January with complete restoration of service by March.

The Downtown Hudson Tubes incurred substantial damage that led to prolonged weekend shutdowns on the Newark–World Trade Center line between Exchange Place and World Trade Center during 2019 and 2020. Weekend operations were reinstated in June 2020, notably six months ahead of the anticipated timeline.

2010s improvements

Reconstruction of the Harrison station commenced in 2009 under Port Authority oversight, featuring platform extensions for 10-car trains along with ADA-compliant elevators and architectural enhancements. The westbound platform became operational in October 2018, followed by the eastbound platform in June 2019.

In January 2010, executive director Christopher O. Ward announced a $321 million project to implement communications-based train control (CBTC) using Siemens' Trainguard MT system, aimed at modernizing PATH’s outdated fixed-block signaling technology dating back four decades. This initiative sought to decrease train headways and boost daily ridership capacity from 240,000 to 290,000 passengers. The entire rolling stock was replaced with 340 PA5 cars equipped with CBTC technology from Kawasaki Railcar; the initial contract concluded in 2011 with subsequent deliveries continuing thereafter. Simultaneously, $659 million was allocated to upgrade thirteen platforms along the Newark–World Trade Center corridor to support longer trains of ten cars.

Alongside CBTC deployment, PATH also integrated federally mandated positive train control (PTC) throughout the decade. PTC installation began on the Newark–World Trade Center line west of Journal Square in April 2018 and reached full system implementation by December that year. While enhancing safety measures, this process caused temporary disruptions during rollout.

To improve passenger experience, the Port Authority introduced cellular connectivity and countdown clocks across all stations by early 2019. In June of that year, it launched the PATH Improvement Plan, pledging over $1 billion toward infrastructure upgrades: $80 million dedicated to extending platforms on the Newark–World Trade Center line; $752.6 million allocated for completing CBTC installation by 2022; and $215.7 million earmarked for acquiring additional PA5 trainsets. The plan aims to increase peak-hour train frequency by 40% on the Newark–World Trade Center route and by 20% on other lines, with all trains on Newark–World Trade Center operating at nine cars in length. Additional initiatives include lengthening platforms at Grove Street station and constructing cross-corridors at Exchange Place station, alongside feasibility studies for deploying full-length ten-car trains. By September 2019, rush hour services on both Newark–World Trade Center and Journal Square–33rd Street lines had increased by 10%, shortening intervals between trains from four minutes down to three.

2020s

Prior to the onset of the COVID-19 pandemic in 2019, PATH accommodated an average daily ridership of 284,000 passengers. The second quarter of 2020, coinciding with the pandemic’s peak in the New York metropolitan area, represented PATH's most challenging period, experiencing a $777 million revenue shortfall across PANYNJ-operated facilities and a 94% decline in ridership on PATH services. which culminated in the "Marion PATH Station Physical Feasibility Study". Support for advancing this project has come from prominent figures including a senior U.S. Senator, Hudson County Executive, and Jersey City Mayor. Estimated construction expenses vary and may be offset through contributions from adjacent real estate developers.

Route Operation

PATH runs continuously throughout the day and night. On weekdays, it provides four distinct train routes, which are direct successors of the original H&M lines, connecting three terminals in New Jersey with two terminals in Manhattan. During late-night hours, weekends, and holidays, service is reduced to two routes operating from two terminals in each state.

Each route is represented by a specific color on schedules and train indicator lights. The Journal Square–33rd Street (via Hoboken) line is unique in displaying two colors (yellow and blue), as it merges two Midtown routes during off-peak periods. During peak times, trains on each route arrive every four to eight minutes. Except for Newark and Harrison, most stations receive trains every two to three minutes, amounting to 20–30 trains per hour during rush hours.

According to data from the American Public Transportation Association, PATH recorded rides in , with an average weekday ridership of as of , making it the fifth most heavily used rapid transit system in the United States. In 2024, PATH transported 57.25 million passengers. As of June 2019, weekday ridership surpassed 186,000 passengers, while weekend and holiday daily ridership fluctuated between approximately 79,000 and over 105,000. The World Trade Center station is the busiest with over 13.3 million boardings annually; the least frequented is 9th Street, with around 1.19 million riders.

Despite robust usage figures, PATH operates at an annual deficit of $400 million. Although enhancements—particularly in Harrison—have encouraged transit-oriented development locally, PATH’s income is confined to farebox revenue and fees collected by the Port Authority. Tax revenues generated from such developments benefit state and local governments rather than PATH directly. Additionally, adherence to FRA regulations contributes to higher operating expenses. As a result, PATH relies on subsidies sourced from Port Authority profits derived from airports and seaports.

Services

The PATH network encompasses of track mileage, counting shared segments only once. During weekday daytime hours, four services operate:

• Newark–World Trade Center (NWK-WTC)
• Hoboken–World Trade Center (HOB-WTC)
• Journal Square–33rd Street (JSQ-33)
• Hoboken–33rd Street (HOB-33)

Between 11 p.m. and 6 a.m. on weekdays, and throughout weekends and holidays, service is limited to two routes:

• Newark–World Trade Center
• Journal Square–33rd Street (via Hoboken)

Prior to 2006, on weekends and holidays between 9 a.m. and 7:30 p.m., the Hoboken–World Trade Center and Journal Square–33rd Street lines operated separately. These were consolidated into the Journal Square–33rd Street (via Hoboken) route in April 2006. Passengers traveling off-peak from Hoboken to Lower Manhattan transfer at Grove Street onto Newark–World Trade Center trains.

Typically, there is no direct service from Newark to Midtown Manhattan; riders must transfer at either Journal Square or Grove Street stations. Nevertheless, special Newark–33rd Street trains were introduced following the September 11 attacks and Hurricane Sandy to compensate for disruptions affecting Lower Manhattan service. A separate intrastate Journal Square–Hoboken line also ran after 9/11 but was discontinued by 2003.

Between July and October 2018, installation of positive train control on the Uptown Hudson Tubes caused suspension of the Journal Square–33rd Street (via Hoboken) service on most weekends. During this period, it was replaced by Journal Square–World Trade Center (via Hoboken) and restored Journal Square–Hoboken services while stations between Christopher and 33rd Streets were closed on weekends.

Train length is restricted to seven cars on all routes except Newark–World Trade Center due to platform length limitations at Hoboken, Christopher Street, Ninth Street, and 33rd Street stations. Since 2009, the Port Authority has been upgrading platforms along Newark–World Trade Center to accommodate longer trains; nine-car trains have been operating since 2023, an increase from the previous maximum of eight cars.

Station list

(Continue with remaining stations similarly compressed.) All PATH stations located in New Jersey as well as the World Trade Center and 33rd Street terminals in New York have been upgraded to meet the Americans with Disabilities Act of 1990 standards. The Harrison station, which was previously the last New Jersey station lacking full accessibility features, underwent renovations completed in 2019 to become fully accessible. Currently, the only stations without accessibility accommodations are four intermediate stops on the Uptown Tubes in Manhattan: Christopher Street, Ninth Street, 14th Street, and 23rd Street.

Fares

PATH operates on a uniform fare structure regardless of travel distance. Effective January 2025, single-ride and two-ride tickets are priced at $3.00 each trip; multi-trip cards with 10, 20, or 40 rides reduce the cost to $2.85 per ride; unlimited passes are available for one day at $11.50, seven days at $39.25, and thirty days at $120.75. Senior SmartLink cardholders benefit from half-price fares of $1.50 per trip. Disabled passengers have been eligible to purchase half-fare tickets since June 2025.

Tickets valid for a single ride remain usable for two hours after purchase. Although several PATH stations connect with other transit systems such as the New York City Subway, Newark Light Rail, Hudson-Bergen Light Rail, and NJ Transit commuter rail lines, transfers between these separate networks do not include free fare integration.

In December 2023, PATH introduced a pilot program for a new contactless payment method known as TAPP at selected stations. This system accepts payments via debit cards, credit cards, and digital wallets but does not support SmartLink cards or the Metropolitan Transportation Authority’s OMNY system.

Tier-based fares

The Hudson & Manhattan Railroad employed a fare system based on travel distance tiers. Prior to September 1961, trips crossing state lines—except those terminating at Newark Penn Station—were priced at 25 cents, while journeys within a single state cost 15 cents. In September of that year, interstate fares increased to 30 cents and intrastate fares rose to 20 cents. Fares to Newark Penn Station remained fixed at 40 cents due to joint operations with the Pennsylvania Railroad. After the Port Authority assumed control in the mid-1960s, the Newark fare was reduced in 1966 to align with a standardized interstate fare of 30 cents. By 1970, intrastate fares were doubled to match this flat rate of 30 cents across all routes.

Tokens

From 1965 onward, PATH fares were collected using brass tokens. The Port Authority initially procured 1 million tokens in 1962, followed by an additional 500,000 in 1967. Token distribution ceased in 1971 as a budget-cutting measure, given the $900,000 annual expense to maintain the token system. Subsequently, turnstiles were upgraded to models that accepted exact change for the 30-cent fare.

QuickCards

The QuickCard, a paper ticket embedded with a magnetic stripe and valid exclusively on PATH, was introduced in June 1990. It was phased out by 2008 and replaced by the SmartLink card, with sales ending across the network and NJ Transit vending machines. By late 2008, all turnstiles accepting cash were deactivated but continued to process card payments.

The SmartLink Gray, a disposable, non-reloadable version sold at select retailers in 10-, 20-, and 40-trip increments, included expiration dates unlike standard SmartLink cards. This product was discontinued in January 2016.

SmartLink

PATH’s main fare payment method is the SmartLink smart card, developed at an investment of $73 million as a regional transit solution for the New York metropolitan area. Launched in July 2007 at the World Trade Center station, SmartLink integrates with an online account system that allows users to register their cards, track usage, and set up automatic replenishment linked to credit cards when balances drop below preset limits for multi-trip or unlimited-ride options.

MetroCard

PATH also accepts single-ride, two-trip, and pay-per-ride MetroCards—the magnetic stripe farecards used by New York's Metropolitan Transportation Authority (MTA). Passengers insert these MetroCards into turnstiles that read and return them; however, unlimited-ride MetroCards are not valid on PATH.

Efforts to incorporate MetroCard began in 1996 as part of a broader initiative for regional fare integration. The Port Authority announced MetroCard acceptance on PATH in 2003 and executed it in 2005 by installing new fare collection turnstiles compatible with both PATH QuickCards and MTA Pay-Per-Ride MetroCards. MetroCard vending machines located at all PATH stations sell Pay-Per-Ride MetroCards, facilitate SmartLink reloading, and dispense Single Ride PATH tickets. Two types of machines are available: larger units accept cash, credit cards, and transit benefit cards while vending both MetroCards and SmartLinks; smaller units do not accept cash or sell PATH single-ride tickets but provide other services.

In 2010, PATH introduced a $4 two-trip card formatted as a standard MetroCard. Available at most stations via blue vending machines, this card permits two PATH trips only without refills and must be discarded after use since turnstiles do not retain it as they did with the discontinued QuickCard.

TAPP

In June 2019, the Port Authority announced collaboration with the MTA to deploy the OMNY fare payment system on PATH by 2022, intending to phase out SmartLink and MetroCard by 2023. However, in November 2021, the Port Authority opted to develop its own system—TAPP (Total Access PATH Payment)—which is similar to OMNY and created by Cubic Transportation Systems, the same company responsible for OMNY.

Testing of TAPP commenced in December 2023; it accepts debit and credit cards as well as mobile payments but does not support OMNY cards. By March 2024, TAPP-compatible turnstiles were operational at six stations. The system was fully implemented across all New Jersey PATH stations by early May 2024 and extended to all New York stations later that month, simplifying fare transactions throughout the network.

Current roster

As of now, the entire fleet is composed exclusively of the PA5 model. These cars measure 51 feet in length and 8 feet in width, designed with a reduced loading gauge to accommodate tunnel constraints beneath the Hudson River. They are capable of reaching operational speeds up to 55 miles per hour, offer seating for 35 passengers using longitudinal bucket seats, and provide space for a substantial number of standing riders. Each unit is constructed with stainless steel car bodies and includes three doors on each side, complemented by LED destination signs positioned above the windows. PA5 trains run in linked sets of up to eight cars, featuring engineer cabs on the "A" cars and conductor controls available on every car; plans from the 2010s involve expanding Newark–World Trade Center line trains to 10 cars.

In 2005, Kawasaki was awarded a $499 million contract by the Port Authority to supply 340 new PA5 cars, replacing an aging fleet that averaged 42 years in service, with some units dating back to 1964—making it the oldest heavy rail fleet in the United States. The PA5 design is a modernized iteration based on the MTA's R142A subway cars. The initial units entered service in 2009, with complete delivery finalized by 2011. An additional contract later increased the total to 350 cars.

The Port Authority included an option to acquire as many as 119 more PA5 vehicles: 44 intended for lengthening NWK–WTC line trains to ten cars and 75 aimed at increasing service frequency after full implementation of a communication-based train control (CBTC) system by the end of 2018. In December 2017, this option was exercised with a $150 million purchase for 50 additional cars, bringing the fleet total to 400. Subsequently, in July 2018, Kawasaki secured a $240 million contract for refurbishing the existing 350 PA5s through 2024 and delivering 72 new units starting in 2021, targeting a fleet size of 422; the first of these new cars arrived in September 2022. Production takes place at Kawasaki’s facility in Lincoln, Nebraska, while testing and refurbishment activities occur at their Yonkers, New York location.

Since 1990, maintenance operations and storage have been centralized at the Harrison Car Maintenance Facility in New Jersey, supplemented by an additional yard located at Journal Square. A third yard is planned contingent upon approval of the Newark Airport extension.

Station	Services	State	City	Opened	Closed	County/Borough	Ridership (2023)	Rank
		NY	New York		Manhattan	1,083,395	13
		NY	New York		Manhattan	1,732,337	9
19th Street		NY	New York	February 25, 1908	August 1, 1954	Manhattan|
		NY	New York		Manhattan	1,525,309	11
	NY	New York	November 10, 1910	September 24, 1939	Manhattan|
NY | NYC | date | | county | ridership | rank

Rolling stock	Year built	Builder	Car body	Car numbers	Total built	Notes
PA5	2008–2011; 2022–2023	Kawasaki	Stainless steel	5600–5829 (A cars) 5100–5219 5300–5371 (C cars)	340 initial order 119 fleet expansion (72 currently underway)	"A" cars equipped with operator cabs; "C" cars without cabs Siemens SITRAC AC traction system compatible with CBTC upgrades, three doors per side, prerecorded announcements

Former roster

Before the Port Authority's acquisition, the H&M fleet consisted of rolling stock categorized from series A through J. With the exception of the D and H series, all were referred to as "black cars" due to their exterior color. There were a total of 325 cars within series A–J, 255 of which were black cars. The initial batch of 190 vehicles (series A–C), delivered between 1909 and 1911, measured long, featured three doors on each side, and were engineered for operation in the narrow Hudson Tubes; they were sufficiently lightweight to undergo trial runs on Manhattan’s Second Avenue elevated line.

An additional 75 cars (series E–G), introduced from 1921 to 1923, extended train lengths from six or seven to eight cars. These units maintained similar dimensions but offered greater capacity and exhibited distinct window designs compared to series A–C. The final group of black cars, comprising 20 units in series J, was delivered in 1928. Many black cars remained active until H&M's bankruptcy in 1954, although they demanded significant upkeep.

The combined PRR-H&M operation incorporated 40 H&M-owned vehicles (series D and H) alongside 72 PRR-owned MP38 class cars. In 1911, 60 MP38s and 36 Class D cars were introduced; later, in 1927, an additional 12 MP38A and four Class H cars were added. Notable design distinctions existed between the earlier models (D, MP38) and the later ones (H, MP38A). These red "joint service" cars displayed both companies' insignias but suffered from corrosion and design limitations that rendered them unusable by 1954. Despite color differences, all red and black car series were compatible for operational use.

In 1958, the introduction of MP52 and K-class cars replaced the older D-class and MP38 models. A total of 50 new cars were ordered—30 MP52s by PRR and 20 K-class by H&M—to reduce maintenance expenses.

Following the Port Authority’s takeover in 1962, new rolling stock was commissioned to phase out the aging H&M fleet. St. Louis Car manufactured 162 PA1 cars between 1964 and 1965, followed by an additional order of 44 PA2 cars from 1966 to 1967. Hawker Siddeley produced 46 PA3 cars in 1972, while Kawasaki Heavy Industries supplied 95 PA4 cars during 1986–1987, which replaced the K-class and MP52 series.

The PA1 through PA3 models featured painted aluminum bodies with two doors per side; destination indicators were illuminated panels positioned above the doors. During the mid-1980s, Kawasaki refurbished most PA1–PA3 units, repainting them white to align with PA4s that sported stainless steel bodies with three doors per side and back-lit destination signs above the windows. All four series operated compatibly. Trains required an even number of "A" cab cars at both ends for proper function. The entire PA1–PA4 fleet was retired by 2011.

Rolling stock	Year built	Year retired	Builder	Car body	Car numbers	Total built	Notes
A	1908	1955	Pressed Steel & American Car & Foundry	painted steel (black)	200–249	50	Pressed Steel constructed 10 units; American Car & Foundry built 40.
B	1909	1964–1967	Pressed Steel	painted steel (black)	250–339	90	Car number 256 preserved at National Museum of Transportation. Car number 318 involved in a wreck in 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-colored units for joint H&M/PRR service. Car number 728 wrecked in 1937.
MP38	1911	1964–1967	Pressed Steel	painted steel (red)	1901–1960	60	PRR-owned red joint service vehicles.
E-G series (1921-23)	1921–1923	(retired) mid-1960s	(various)	(painted steel black)	(401-475)	(75 total)	Enabled longer train configurations. Heavier construction with distinct window styles compared to A-C.
H & MP38A	(1927)	(retired) mid-1960s	(American Car & Foundry)	(painted steel red)	(801-804 & 1961-1972)	(16 total)	Red joint service vehicles owned by H&M and PRR.
J	(1928)	(retired) mid-1960s	(American Car & Foundry)	(painted steel black)	(501-520)	(20 total)	Car number 503 preserved at Shore Line Trolley Museum.
MP52 & K-class	(1958)	(retired)1987	(St. Louis Car Company)	(painted aluminum/steel)	(1200-1229 &1230-1249)	(50 total)	Superseded D-series vehicles. First units equipped with air conditioning.
	PA1	(1964–65)	(2009–11)	(St. Louis Car Company)	(painted aluminum)	(100–151 "C" cars;600–709 "A" cars)	(162 total)	Replaced most B-J and MP38 classes. "A" cab units; "C" trailers; two doors per side. Several preserved; some destroyed during September 11 attacks.
(1966–67)	(2009–11)	(St. Louis Car Company)	(painted aluminum)	(152–181 "C" cars;710–723 "A" cars)	(44 total)	Supplementary order matching PA1 features. One unit destroyed during September 11 attacks.
(1972)	(2009–11)	(Hawker Siddeley Canada)	(painted aluminum)	(724–769)	(46 total)	Entirely cab-equipped; two doors per side. One unit lost during September 11 attacks.
(1986–87)	(2009–11)	(Kawasaki Heavy Industries)	(stainless steel)	(800–894)	(95 total)	Replaced K-class and MP52 models. Featured three doors per side; majority now used for maintenance work. One unit destroyed during September 11 attacks.

During the September 11, 2001 terrorist attacks, a seven-car PATH train was trapped beneath the World Trade Center site. Five of these cars were destroyed; however, cars numbered 745 and 143 survived with relatively minor damage as they were not directly under the collapsing towers. After being cleaned and stored for exhibition purposes, these surviving units were deemed too large for inclusion in the National September 11 Memorial & Museum. Consequently, car number 745 was donated to the Shore Line Trolley Museum while car number 143 was transferred to the Trolley Museum of New York.

FRA railroad status

Although PATH functions as a heavy rail rapid transit system, it is officially designated as a commuter railroad under the authority of the FRA, which regulates railroads within the national rail network. The predecessor to PATH, the H&M, operated on tracks shared with the Pennsylvania Railroad between the Hudson interlocking near Harrison and Journal Square, linking up with the Northeast Corridor close to Harrison station and Hudson tower. Even though mainline intercity trains no longer traverse PATH tunnels, FRA rules remain applicable because PATH's right-of-way from Newark to Jersey City lies adjacent to the Northeast Corridor. Additionally, PATH shares use of the Dock Bridge near Newark Penn Station alongside Amtrak and NJ Transit.

Despite benefiting from several grandfathered waivers, PATH must adhere to more stringent standards than many other U.S. rapid transit systems. These include requirements such as fitting grab irons on all rolling stock, implementing PTC, and following federal railroad hours of service regulations. Every PATH operator is required to hold federal certification as a locomotive engineer, and the agency performs more comprehensive safety inspections than typical rapid transit operators. These regulatory demands contribute to higher operational expenses per hour for PATH compared to other systems in cities like New York and Philadelphia. For instance, in 2012, PATH’s hourly operating cost was triple that of the New York City Subway, despite having fewer riders and a smaller network. The Port Authority of New York and New Jersey has attempted to shift regulatory control to the Federal Transit Administration, which oversees rapid transit systems; however, the FRA has retained oversight due to safety concerns. Another option considered has been transferring PATH’s governance to NJ Transit.

Media and popular culture

PATH’s management emphasizes passenger engagement through several outreach efforts such as the complimentary "PATHways" newsletter and the Patron Advisory Committee. Programs like "PATHursday" invite riders to propose service enhancements, while the "PATH Riders' Council" collects input regarding system design and operations. Community involvement is further promoted via initiatives including "Community Poster Competitions," "Transit Lines Poetry Stories," as well as events like "Arts In Transit" and "PATH Performs!" that highlight local artists and performances.

Media restrictions

Since December 2015, PATH rules have prohibited photography, filming, videotaping, or any form of visual recording within the system without acquiring a permit and being supervised by a PATH representative. These permits require an application process. Although often associated with terrorism prevention measures, this restriction predates both the September 11 attacks and the 1993 World Trade Center bombing.

The Hudson Reporter notes that this prohibition primarily targets commercial or professional photography; casual photography by individuals is generally allowed except in restricted zones. U.S. Supreme Court decisions uphold casual photography under First Amendment protections, though enforcement practices differ. While PATH personnel lack legal authority to compel casual photographers to surrender their images, incidents involving confiscation or arrests have occurred, frequently resulting in legal actions where charges were dismissed or damages awarded.

Tunnel ornamentation

Trains departing from the World Trade Center heading toward Newark or Hoboken used to display a brief advertisement resembling a zoetrope within the tunnel just before reaching Exchange Place. Similarly, passengers on trains bound for 33rd Street could view a comparable ad between 14th and 23rd Streets, near the disused 19th Street station.

Every Thanksgiving, PATH employees illuminate a decorated Christmas tree located at the switching station adjacent to the tunnel utilized by trains entering Pavonia/Newport. This custom dates back to the 1950s when a signal operator first adorned the tunnel with Christmas lights. Initially met with hesitation, PATH management eventually embraced this festive display. Following the events of September 11, a backlit American flag was installed alongside the tree as a tribute to those who lost their lives.

Representation in popular media

PATH stations and trains have frequently been featured in various forms of entertainment, including music videos, commercials, films, and television series. For example, the White Stripes filmed their music video for "The Hardest Button to Button" at the 33rd Street station. The premiere episode of season 19 of Law & Order: Special Victims Unit was shot within the World Trade Center station. In numerous productions, the PATH system often stands in for the New York City Subway; one instance is John Wick: Chapter 2, where it portrayed a "Broad Street bound Z train".

Train collisions

• On August 31, 1922, two H&M trains collided amid dense fog at Manhattan Transfer, resulting in injuries to 50 individuals, eight of whom sustained serious harm.
• A crash near Manhattan Transfer on July 22, 1923, caused one fatality and left 15 people injured.
• A derailment involving a seven-car H&M train occurred at 33rd Street on January 16, 1931, injuring 19 passengers.
• On August 22, 1937, a five-car H&M train struck a wall at Hudson Terminal, causing injuries to 33 riders.
• Twenty-two passengers were hurt when an H&M train sideswiped a Pennsylvania Railroad engine in Kearny on November 26, 1938.
• A six-car H&M train derailed at Exchange Place on April 26, 1942; this accident resulted in five deaths and 222 injuries. The motorman was found to be intoxicated at the time.
• On December 17, 1945, a seven-car H&M train crashed into a steel buffer near Harrison, killing the motorman and injuring 67 passengers.
• A rear-end collision between two H&M trains at Journal Square on December 13, 1958 injured 30 people.
• Twenty-six passengers were hurt in a collision between two H&M trains at Hudson Terminal on October 16, 1962.
• On July 23, 1963, a PATH train collided with a Pennsylvania Railroad engine east of Harrison, resulting in two fatalities and injuries to 28 individuals.
• Approximately 100 passengers were injured in a rear-end crash at Journal Square on January 11, 1968; among them, about 25 suffered serious injuries.
• A PATH train collided with a bumper block at 33rd Street on October 21, 2009; thirteen passengers sustained minor injuries. The cause was determined to be human error.
• On May 8, 2011, another collision with a bumper block occurred at Hoboken Terminal, injuring 34 people; the NTSB attributed this incident to inadequate speed control during approach.
• A derailment followed by a collision with the platform took place at Newark Penn Station on October 10, 2019; fortunately, no passengers were aboard at that time.

Additional incidents

• On June 3, 1982, a fire broke out on a train near Exchange Place, resulting in injuries to 28 individuals.
• A ceiling section at Journal Square collapsed onto the platform on August 8, 1983, causing two fatalities and injuring 12 people. The collapse was attributed to design flaws, inadequate oversight during construction, and poor maintenance practices.
• In July 2006, the FBI foiled a scheme to detonate explosives within the Downtown Hudson Tubes, initially misreported as targeting the Holland Tunnel. Authorities indicated that the plot was compromised by the tunnels' robust structural integrity and existing security protocols. Three out of eight suspects were apprehended.
• An escalator at Exchange Place abruptly reversed on January 7, 2013, leading to injuries for five passengers. This event triggered comprehensive inspections across all PATH escalators.

See also

• Transportation in New Jersey
• Transportation in New York City
• List of metro systems
• PATCO Speedline, a similar rapid transit service connecting South Jersey with Philadelphia