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Port Authority Bus Terminal

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Port Authority Bus Terminal
Company typePublic transportation facility
IndustryTransportation
Founded1950
Headquarters
Manhattan, New York City
,
United States
Area served
New York City metropolitan area
ProductsBus terminal services
OwnerPort Authority of New York and New Jersey

The Port Authority Bus Terminal (PABT) situated in Manhattan, New York City, holds the distinction of being the busiest bus terminal globally by volume. It accommodates approximately 8,000 buses and 225,000 passengers on a typical weekday, totaling more than 65 million travelers each year.[1]

Positioned at 625 Eighth Avenue, between 40th Street and 42nd Street, the terminal lies one block east of the Lincoln Tunnel and just west of Times Square. Managed by the Port Authority of New York and New Jersey (PANYNJ), it is one of three bus terminals under their jurisdiction, alongside the George Washington Bridge Bus Station in Upper Manhattan and the Journal Square Transportation Center in Jersey City.

Serving primarily New Jersey commuters, PABT acts as a vital hub for both commuter and long-distance bus routes. The facility includes 223 departure gates, offers 1,250 parking spots, and contains retail spaces for commercial use.[2] In 2011 alone, it recorded over 2.26 million bus departures.[3]

Established in 1950 to merge several private terminals scattered throughout Midtown Manhattan, a second section was constructed in 1979. Since then, the terminal has consistently operated at full capacity during peak travel times, resulting in congestion and overflow onto nearby streets. The absence of dedicated layover parking means buses must wait on adjacent roadways or deadhead through the tunnel. Attempts by PANYNJ to enhance passenger amenities through public-private partnerships have been hindered by funding limitations. Construction on a bus depot annex slated for 2011 faced delays. After thoroughly assessing relocation alternatives, PANYNJ revealed plans in 2021 to rebuild the terminal at its current site with upgraded layover facilities.

History

Prior to the establishment of the Port Authority Bus Terminal (PABT), Midtown Manhattan was served by a variety of dispersed terminals, some incorporated into hotels. The 1940 Federal Writers' Project documented locations such as the All American Bus Depot on West 42nd Street, the Consolidated Bus Terminal on West 41st Street, and the Hotel Astor Bus Terminal on West 45th Street. Additionally, the Dixie Bus Center operated from 1930 until 1959 within the Dixie Hotel on 42nd Street.

The Baltimore and Ohio Railroad provided coach service via ferry to Jersey City's Communipaw Terminal from a facility featuring a revolving bus platform located in the Chanin Building at 42nd Street and Lexington Avenue. Concurrently, Greyhound Lines maintained its own station adjacent to Pennsylvania Station until May 1963, when it moved operations to PABT, thereby centralizing all long-distance bus services within New York City at this terminal.

Planning

The Lincoln Tunnel, which connects Manhattan to New Jersey, opened its doors in 1937. Within a year and a half, five companies were operating around 600 interstate bus trips daily through this tunnel. Concerned about traffic congestion, city officials opposed buses entering Midtown Manhattan. Consequently, in December 1939, a directive called for constructing a large bus terminal near the tunnel entrance after announcing a ban on commuter buses driving into congested Midtown areas—initially set for January 1941. However, New York Supreme Court Justice John E. McGeehan ruled this ban unreasonable and blocked its enforcement.

In July 1940, responding to Mayor Fiorello H. La Guardia’s request, the Port of New York Authority conducted a survey examining intercity and commuter bus traffic within Manhattan. Later that December, Times Square Terminal Inc. submitted plans to erect a $4 million commuter bus terminal spanning from 41st to 42nd Streets between Eighth and Ninth Avenues, adjacent to the McGraw-Hill Building. Manhattan Borough President Stanley M. Isaacs proposed constructing a $600,000 tunnel connecting the Lincoln Tunnel directly to this terminal. Both the city and borough authorities approved these plans in January 1941.

World War II caused delays as resources were redirected toward wartime efforts rather than infrastructure projects. In June 1944, New York State allocated $180,000 to enable the Port Authority to study options for building a Midtown bus terminal. By early 1945, detailed plans were presented to bus operators; most endorsed the $13 million development. Greyhound initially resisted, prioritizing expansion of its Penn Station terminal but withdrew opposition by late 1947.

Construction

In January 1947, the New York City Board of Estimate granted approval for the construction of the new terminal, situated between 40th and 41st Streets and Eighth and Ninth Avenues. Two months later, the Port of New York Authority commenced land acquisition and by July 1947 had issued bonds totaling $16.3 million to fund the development. By March 1948, the design was updated to incorporate a rooftop parking facility with 500 spaces, accessible via ramps. The final industrial occupant vacated the premises in April 1948, and by November that year, efforts to relocate 450 affected families were underway.

The terminal's design was led by Walter McQuade, assisted by Vincent Marchesani. Groundbreaking took place on January 27, 1949, at which point half of the site had been cleared. The Port Authority called for bids to operate 50 retail outlets within the terminal, attracting 500 submissions by mid-1949. Installation of steel beams began in November of that year, followed by Turner Construction securing a $9.2 million contract for erecting the superstructure in December. By March 1950, the steel skeleton was complete despite construction delays caused by a labor strike during mid-year.

Although there were obstacles during construction, the terminal reached substantial completion by November 1, 1950. The project employed 1,055 workers and incorporated approximately 1.53 million bricks along with more than 1.2 million square feet of concrete.

Original terminal

The initial Mid-Manhattan Bus Terminal—currently known as PABT's South Wing—was constructed in the International Style and officially opened on December 15, 1950. This four-story facility spanned an area of , standing at a height of . It featured a parking garage with space for 500 vehicles and housed 50 retail stores. The ground floor contained 40 bays for long-distance buses plus an additional platform accommodating 15 buses. The second floor functioned as the primary concourse, offering ticket counters, waiting areas, baggage services, dining establishments, shops, a newsreel theater seating 300 people, and escalators. The third floor served as the suburban bus concourse with 72 loading bays and 15 unloading bays, while short-haul buses utilized the fourth floor. The reinforced concrete ramps included built-in piping systems designed to prevent ice accumulation. Prior to opening, the Port Authority also proposed a rooftop heliport and authorized construction of a ramp linking directly to the subway station at 42nd Street and Eighth Avenue.

During its inaugural year, the terminal handled approximately 40 million passengers and rerouted around 5,000 buses daily from street-level stops. It replaced several coffee shops that had been popular gathering spots for elderly individuals who subsequently began congregating within the terminal itself. Initially underused, the rooftop parking garage allowed trucks to park temporarily; however, by mid-1951 it reached frequent capacity and became profitable. The Port Authority implemented strict nightly cleaning protocols to maintain passenger comfort. Despite heavy usage levels, the terminal operated at a net loss throughout its first five years due to operating costs combined with debt repayment and interest expenses.

Initial Expansion

In September 1959, the Port of New York Authority revealed a $19 million initiative aimed at enhancing the bus terminal's capacity by 50 percent. This plan involved transforming the rooftop parking area into accommodation for 25 long-distance and 32 short-distance buses. Furthermore, a new parking facility with 1,000 spaces was proposed above the current roof level. By December of that year, $24 million was authorized to support terminal enlargement and the widening of ramps leading to the Lincoln Tunnel. Construction activities were scheduled during off-peak periods to reduce interruptions to service. In 1960, a protective canopy was erected over one of the loading bays to shield passengers from bus exhaust.

The installation of the first among 30 support columns for the new parking structure took place in November 1960, which led to the closure of the existing lot by March 1961. The expansion reached its highest point in June 1961, followed two months later by the addition of a connecting bridge between the terminal and the Lincoln Tunnel. To fund these enhancements, the Port Authority issued bonds totaling $25 million in January 1962. By February, new ramps were completed, and in April 1962, the initial 300 parking spots opened, with full lot availability achieved by May. The newly constructed loading bays became fully operational by April 1963.

Period of Decline

By the mid-1960s, the Port Authority Bus Terminal had gained notoriety as a refuge for vagrants, especially during nighttime when many homeless individuals sought shelter there. In response to media coverage highlighting these issues, the Port Authority of New York and New Jersey (PANYNJ) stepped up security measures in 1967 by increasing officer presence and installing a CCTV system in 1966 aimed at curbing criminal activity. Nevertheless, passengers continued to face harassment from hustlers, resulting in approximately 130 arrests per month by Port Authority Police by 1969.

During the early 1970s, PANYNJ undertook aesthetic improvements within sections of the terminal—introducing glass enclosures and planting rubber trees—to deter loitering. A coffeehouse was opened in 1971 catering to elderly visitors, and a taxi-dispatch system was launched in 1972. Despite these efforts, the terminal still served around 250,000 daily passengers by 1975, although bus traffic had been decreasing since 1968. Persistent problems remained as hustlers, pimps, prostitutes, alcoholics, and homeless individuals continued frequenting the facility, contributing to hundreds of crimes annually—a situation partly attributed to conditions in the surrounding neighborhoods.

In March 1975, a federal judge ruled that PANYNJ lacked proper authority to allocate loading spaces without conducting comprehensive traffic studies. Following this decision, PANYNJ performed analyses revealing that typical morning rush hours saw between 750 and 800 buses transporting roughly 35,000 passengers. The Interstate Commerce Commission (ICC) initiated an inquiry into overcrowding complaints but canceled a planned public hearing after PANYNJ announced intentions for an annex expansion.

In 1977, Trailways Transportation System staged a rent strike protesting high terminal fees and deteriorating conditions but ended it under threat of eviction. Subsequently, following two fatalities in 1978, Trailways publicly criticized safety standards within the terminal.

Northern Annex

In 1956, private developer Irving Maidman proposed constructing a second bus terminal located north of the existing Port Authority Bus Terminal. By as early as 1965, PANYNJ contemplated extending northward up to 42nd Street; this proposal received endorsement from the New York City Planning Commission but was not acted upon at that time. In 1970, PANYNJ announced plans for northern expansion including erecting an office tower atop the annex—estimating costs at $80 million for the annex itself and $50 million for the skyscraper. The project aimed to alleviate congestion on Eighth Avenue caused by double-parked taxis. Nevertheless, disagreements between PANYNJ and bus operators over fees stalled progress; some attributed funding delays to resources being diverted to World Trade Center construction.

Work recommenced in May 1975 with an allocated budget of $137.5 million that covered replacing the terminal’s curved facade with a glass curtain wall; adding a new wing featuring four above-ground concourses plus one basement level; enhancing subway connections; and building a tunnel linking directly to the Lincoln Tunnel. Escalators were also upgraded during this phase. To finance these improvements, PANYNJ raised tolls by fifty percent on six bridges and tunnels connecting New York and New Jersey. An extra $22 million was designated in August 1975 for refurbishing the main concourse—this included enclosing platforms with glass walls, creating entrances on Ninth Avenue, renovating restrooms, and modernizing air conditioning systems.

Despite declining bus ridership throughout the late 1970s, PANYNJ moved forward with efforts to ease terminal congestion; by 1977 daily bus volume reached approximately 7,000 vehicles requiring strict seven-minute turnaround intervals during peak hours. The North Wing opened its doors in 1979, boosting capacity by half and featuring a new exterior supported by twenty-seven steel X-shaped trusses. This northern annex comprised fifty loading slips with space for an additional twenty-five and included a fifteen-foot-wide arcade set back from both its 42nd Street and Eighth Avenue facades. Although functional in design, critics later disparaged its appearance; notably in 2008 Virtualtourist ranked it among the "World's Top Ten Ugliest Buildings and Monuments."

Later developments

During the late 1970s and early 1980s, the vicinity of Times Square and the Port Authority Bus Terminal (PABT) was widely regarded as unsafe. To combat rising crime, the PANYNJ reactivated lighting that had previously been turned off, improved cleanliness on the city-maintained sidewalks outside the terminal, and created specific areas designated for street vendors and advocacy organizations. After the completion of the terminal's north wing, incidents of crime escalated, increasing from 2,800 reported cases in 1979 to 3,300 by 1983.

In 1997, a study conducted under the guidance of Professor Marcus Felson from Rutgers University recommended implementing targeted design modifications and enhanced oversight to bolster security within the terminal. A $52 million seismic retrofit was carried out on the South Wing in 2007 to comply with updated building codes and improve earthquake resistance. Furthermore, PKSB Architects was commissioned in 1995 to develop a titanium exterior facade, an entrance canopy, and stainless steel cladding for ramps and pedestrian bridges; this architectural enhancement was finalized in 2008.

Air rights development

The PANYNJ has explored terminal expansion opportunities through public–private partnership arrangements by leasing air rights above the North Wing. In 1999, plans were introduced for a 35-story skyscraper initially named 7 Times Square to be constructed atop the North Wing, accompanied by proposals for a golf driving range over the South Wing. However, these plans were suspended in 2001 due to economic downturn following the dot com bust.

From 2000 until 2011, PANYNJ partnered with Vornado Realty Trust and the Lawrence Ruben Company to revisit these proposals. In April 2007, development efforts were renewed, and by November that year, PANYNJ announced a lease deal valued at nearly $500 million to finance terminal upgrades through a new office tower. This tower was planned to provide of commercial office space at the prestigious address 20 Times Square, along with retail space inside the bus terminal itself. The project also included adding 18 new departure gates designed to accommodate an additional 70 buses and handle up to 3,000 passengers per hour. Passenger movement would be improved with newly installed escalators. Construction was projected to commence between 2009 and 2010 and span approximately four years.

Following an architectural competition, PANYNJ selected Richard Rogers of Rogers Stirk Harbour + Partners to design a 45-story office tower. The lease agreement expired in August 2009; however, Vornado obtained a retroactive extension through August 2011. In July 2011, Vornado secured a new financing partner but by November that year, those investors withdrew, leading to the project's cancellation.

In June 2014, PANYNJ sold adjacent property for $115 million—surpassing initial expectations—reflecting increased air rights value above the terminal due to rising real estate prices nearby. Subsequently, the agency planned to issue a request for proposals regarding air-rights development during 2014–2015.

West Side bus layover facility

The Port Authority restricts bus layover durations at the terminal, compelling operators to find alternative off-peak parking locations. Many drivers utilize nearby streets or parking lots while others conduct empty trips through the Lincoln Tunnel back to New Jersey facilities. The NYDOT oversees city street layover zones primarily situated on side streets between Ninth and Twelfth Avenues from 30th to 60th Street near PABT.

Research has highlighted a demand for an additional Midtown bus depot. A joint study by NYC and PANYNJ identified Galvin Plaza (between 39th and 40th Streets from Tenth to Eleventh Avenues) as a preferred site for commuter bus layovers; however, this location lacks sufficient capacity for charter and tour buses.

In August 2011, PANYNJ announced toll increases partly intended to finance an $800 million bus garage connected to PABT aimed at reducing empty bus movements through Midtown streets and the Lincoln Tunnel. Although originally part of the agency’s 2007–2016 Capital Plan, this garage project was canceled in October 2011 due to budget limitations linked with phased toll hikes.

In April 2012, developer Larry Silverstein proposed constructing a bus garage combined with a residential tower at 39th Street and Dyer Avenue near tunnel ramps. Due to site constraints, this plan would have required bus elevators—a novel solution for vehicle storage—but the proposal did not advance further.

By 2014, PANYNJ submitted an application for a $230 million Federal Transit Administration grant intended for developing this garage facility.

Replacement

In June 2013, the PANYNJ initiated an 18-month study to assess options for reconfiguring, expanding, or replacing the PABT, alongside developing new bus staging and storage facilities on Manhattan's West Side. The $5.5 million contract was awarded to Kohn Pedersen Fox and Parsons Brinckerhoff, tasked with examining public-private financing methods, including air rights sales and cost-sharing arrangements with private bus operators.

By 2016, the PANYNJ solicited proposals from development teams for potential terminal replacements. The environmental review process commenced in May 2019 with public hearings held in both New York and New Jersey. The evaluation focused on three alternatives: constructing a new terminal at the current location, relocating the terminal elsewhere, or temporarily transferring intercity bus operations during renovation. Additionally, the Hell's Kitchen South Coalition developed a redevelopment strategy anticipating the terminal’s overhaul.

In January 2021, the PANYNJ revealed plans to rebuild the terminal on its existing site while expanding bus layover areas. By August 2022, Foster + Partners and Epstein Global were engaged as architects to design the new facility, supported by a $65 million budget allocation in 2023. The Federal Transit Administration approved a draft environmental impact statement in January 2024. Updated designs featured 3.5 acres of parkland, a glass atrium, a primary entrance on 41st Street, and two office towers rising at least 60 stories on 40th and 42nd Streets. A portion of 41st Street would be permanently closed to accommodate bus storage and staging zones. The project’s estimated cost reached $10 billion, with ramp construction scheduled for completion by 2028 and terminal delivery targeted for 2032.

The New York City Planning Commission granted approval for the replacement plans in October 2024, followed by federal endorsement in December. In January 2025, the U.S. Department of Transportation awarded a $1.89 billion grant to support reconstruction efforts. Groundbreaking for a temporary terminal on Dyer Avenue took place on May 29, 2025, marking the commencement of this extensive modernization initiative projected to span a decade.

Art and advertising

The Commuters, a sculpture depicting three tired bus riders alongside a clock salvaged from the original terminal by George Segal, was installed in the main ticket hall in 1982. The 42nd Street Ballroom, a rolling ball sculpture created by George Rhoads, was placed on the North Wing’s main floor in 1983. A statue honoring Jackie Gleason as his character Ralph Kramden is positioned at the original South Wing entrance, accompanied by a plaque commemorating its donation from TV Land.

The Triple Bridge Gateway, completed in 2009 by Leni Schwendinger Light Projects, is an artistic light installation located beneath ramps that connect the tunnel and terminal, forming part of the South Wing’s Ninth Avenue entrance redesign.

In July 2011, PABT introduced the world’s largest mediamesh—a stainless steel mesh embedded with LEDs designed for displaying media content, artwork, and advertisements. Spanning , it wraps around the intersection of 42nd Street and Eighth Avenue, significantly enhancing advertising capabilities at this major transit hub.

Information and ticketing

Until 2015, the Port Authority Bus Terminal (PABT) did not feature any timetable displays; travelers had to depend on information desks or ticket offices to obtain schedules and gate assignments. That year, the Port Authority collaborated with NJ Transit to introduce digital screens showing upcoming departures. However, since buses are not monitored in real time, any delays are not updated on these displays.

Ticket purchases occur primarily at the main ticket plaza located on the South Wing’s main floor. Additional ticket counters operated by Greyhound, Trailways, and Short Line are also available within the terminal premises.

New Jersey Transit (NJT) operates a customer service desk on the South Wing’s main level during weekdays and provides ticket vending machines (TVMs) throughout the terminal. Since 2009, NJT policy mandates that passengers buy tickets prior to boarding. In 2012, NJT enhanced its vending machines to dispense change in bills instead of only $1 coins and incorporated contactless payment methods such as Apple Pay and Google Pay via TVMs, mobile applications, and ticket counters.

Gates

The PABT comprises 223 departure gates designed in either saw-tooth (pull-in) or island platform (pull-through) configurations. The Subway Level (lowest floor) contains Gates 1 through 85, which primarily serve long-distance routes including Canadian-bound buses, jitneys, and overnight commuter lines operating between 1 a.m. and 6 a.m. Gates numbered 200 to 425 are accessible from the second floor during typical hours (6 a.m. to 1 a.m.) and cater to short-distance commuter services, organized into boarding zones such as 100, 200, 300, etc. The third and fourth floors—referred to as the 300 and 400 levels—mainly accommodate NJ Transit and private New Jersey commuter lines.

Retail and entertainment

Recent renovations have transformed PABT into an environment resembling a shopping mall, emphasizing retail outlets, dining options, entertainment venues, and service providers. The terminal hosts numerous well-known chains including Heartland Brewery, Au Bon Pain, Jamba Juice, Starbucks, Hudson News, Duane Reade, GNC, along with a United States Postal Service location. Entertainment amenities include Frames, a sizable bowling alley situated on the second floor that was formerly known as Leisure Time Bowling.

Restrooms

The women’s restroom located on the second floor is notably the busiest within the terminal, drawing daily users due to its enhanced lighting, expansive mirrors, and high standards of cleanliness—qualities that stand out compared to other restrooms in the facility.

In contrast, the men’s restrooms became central to a lawsuit involving the Port Authority Police Department after it was revealed that a small faction of officers disproportionately targeted homosexual or effeminate men with public lewdness charges in 2014. Most of these arrests involved allegations of masturbation and frequently affected LGBT individuals who had not engaged in any misconduct. This controversial enforcement practice was halted by the Port Authority Police Department in 2022.

Companies

The Port Authority Bus Terminal accommodates the following service providers:

Commuter lines

Airport buses

Intercity operators

Sightseeing

  • Gray Line New York
  • The RIDE, located nearby on the north side of 42nd Street and Eighth Avenue

Connecting transport

The terminal is directly connected via underground corridors to the New York City Subway at the and stations.[4] Multiple New York City Bus routes, including local lines and express buses serving Staten Island, have stops immediately outside the terminal.Cite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad name

Over the last ten years, various jitney services operating in Hudson and Passaic counties of northern New Jersey have begun picking up passengers at or near the terminal. Dollar vans run by Spanish Transportation to Paterson and Community Lines jitneys destined for Journal Square utilize platforms on the lower level.Cite error: The opening <ref> tag is malformed or has a bad name Routes heading to Bergenline Avenue/GWB Plaza and Boulevard East depart from 42nd Street outside the North Wing of the terminal.Cite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad name

In 2011, controversy emerged when the New York City Department of Transportation granted permission for Megabus, a long-distance operator using double-decker coaches, to use terminal-adjacent streets and sidewalks. The Port Authority director expressed safety concerns, while other long-haul carriers leasing space within the terminal criticized this as unfair competition.Cite error: The opening <ref> tag is malformed or has a bad name Although initially allowed to continue operations there,Cite error: The opening <ref> tag is malformed or has a bad name Megabus’s authorization was revoked later that same year.Cite error: The opening <ref> tag is malformed or has a bad name Currently, Megabus mainly operates curbside pickups near the Javits Center and drop-offs at Penn Station, with only a limited number of routes still utilizing PABT.Cite error: The opening <ref> tag is malformed or has a bad name

Capacity and overflow

Serving as Manhattan’s main entry point for bus commuters via the Lincoln Tunnel, PABT handles over 190,000 passengers daily across approximately 6,000 bus trips. The Lincoln Tunnel Approach and Helix (Route 495) in Hudson County, New Jersey connects to the terminal by descending from the Hudson Palisades. Beginning in 1964, studies considered implementing an exclusive bus lane (XBL) for weekday mornings; this was realized in 1970 and operates eastbound between 6 a.m. and 10 a.m. The XBL receives traffic from the New Jersey Turnpike at Exits 16E and 17 as well as from New Jersey Route 3, facilitating over 1,800 buses carrying about 65,000 commuters each weekday morning. Owned by the Port Authority of New York and New Jersey (PANYNJ), this lane is a vital component of inbound travel across the Hudson River.

More than one hundred bus companies utilize the Exclusive Bus Lane. As of 2013, New Jersey Transit operates fifty-seven interstate routes through the Lincoln Tunnel alongside numerous regional and long-distance carriers.

Despite the efficiency gains provided by the XBL, congestion persists due to limited capacity for passenger disembarkation at PABT, which has reached its maximum throughput. This bottleneck leads to rerouting and spillover onto adjacent streets. In December 2011, the New Jersey Assembly called upon PANYNJ to address these terminal congestion issues. Delays have negatively affected bus punctuality rates, decreasing from 92% in 2012 to around 85% by early 2014. Local authorities have pushed for measures to reduce congestion in nearby neighborhoods.

Regional transportation advocates such as the Tri-State Transportation Campaign recommend expanding terminal capacity, introducing a westbound PM XBL lane, adding more bus stops in Manhattan, and constructing a new bus storage facility to ease pressure on current infrastructure. However, plans for a Midtown bus garage intended to reduce empty tunnel trips were canceled by PANYNJ in October 2011 due to funding constraints. In May 2012, NJDOT proposed redirecting some NJ Transit buses to start or end routes at other Manhattan locations like the East Side, contingent upon approval from the NYC Department of Transportation for stop usage.

External links

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named PAPlan
  2. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named express
  3. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Haddon 2012
  4. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named PANYNJ Connections
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