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World Trade Center station (PATH)

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Port Authority Trans-Hudson (PATH)
Company typePublic transportation
IndustryRapid transit
Founded1962
FounderPort Authority of New York and New Jersey
Headquarters
New York City
,
United States
Area served
New York metropolitan area
ProductsRapid transit service
OwnerPort Authority of New York and New Jersey
Websitewww.panynj.gov/path

The World Trade Center station functions as a terminal metro station on the PATH network, situated within the World Trade Center complex in Manhattan's Financial District. It operates as the eastern endpoint for both the Newark–World Trade Center line, which runs continuously, and the Hoboken–World Trade Center line, which operates on weekdays.

This station is located close to the original Hudson Terminal of the Hudson and Manhattan Railroad (H&M), which began operations in 1909. Its origins are connected to the Port Authority of New York and New Jersey’s 1961 acquisition of the bankrupt H&M system. Following this takeover, the Port Authority rebranded H&M as PATH and transformed Hudson Terminal into part of the initial World Trade Center development. The existing World Trade Center station commenced service on July 6, 1971, replacing Hudson Terminal amid the World Trade Center's construction. After the September 11 attacks, a temporary PATH station served passengers from 2003 during reconstruction efforts. Permanent construction started in 2008, culminating with the Oculus station house's inauguration on March 3, 2016, at which point the terminal was renamed the World Trade Center Transportation Hub.

The station comprises five tracks and four platforms arranged around a turning loop that allows trains arriving from New Jersey to reverse direction. These platforms are situated four levels below street level, with a fare mezzanine positioned directly above them. Above this mezzanine lies the adjacent New York City Subway's WTC Cortlandt station.

Designed by Spanish architect Santiago Calatrava, the Oculus is a $4 billion structure characterized by interlocking white ribs that rise above ground level. Inside, it contains two underground floors that incorporate part of the Westfield World Trade Center shopping mall. Serving as a major transit hub in Lower Manhattan, it links several transportation modes ranging from Fulton Center to Battery Park City Ferry Terminal and connects with numerous subway lines. It stands as the fifth-busiest transportation center in the New York metropolitan area. While widely admired for its architectural innovation, the hub has also attracted criticism due to its substantial costs and delays during construction.

Station layout

Situated four stories below ground, the station includes five tracks served by three island platforms and one side platform.[1] Platform A, adjacent to tracks 1 and 2, opened alongside the Transportation Hub on February 25, 2014.[2][3][4] Platform B, located between tracks 2 and 3, became operational on May 7, 2015.[5] The remaining platforms were inaugurated on September 8, 2016.[6]

Above these platforms are three mezzanine levels. The upper two levels house retail spaces forming part of the Westfield World Trade Center. The first subterranean mezzanine contains the Cortlandt Street–Greenwich Street subway station serving the , along with a direct entry to its northbound platform. At this mezzanine’s eastern end beyond retail areas is a connection to the Cortlandt Street–Church Street southbound platform for . The second mezzanine includes entrances to the station and additional subway connections. The third mezzanine level immediately above the platforms features fare control zones and access points to platforms.[1]

During reconstruction phases, a temporary Church Street entrance was established alongside the provisional station in November 2003.[7] As redevelopment progressed, temporary entrances were relocated: in 2007, the Church Street access shifted southward; meanwhile, its former entrance was closed and demolished.[8] In April 2008, a final temporary entrance opened near Vesey Street beside 7 World Trade Center, housed in a single-story building on Vesey’s southern side.[9] The permanent PATH station facility opened on March 3, 2016; subsequently, that temporary entrance was closed and dismantled later that year to make way for the Performing Arts Center.[10][11][12]

A pedestrian connection to Brookfield Place was inaugurated on October 27, 2013 via the West Concourse.[13][14] On August 16, 2016, an entrance to Westfield World Trade Center was officially opened.[15][16] To facilitate maintenance work on the Downtown Hudson Tubes, weekend service on the Newark–World Trade Center line between Exchange Place and World Trade Center was suspended during most weekends in both 2019 and 2020 except holidays.[17]

Hudson Terminal

Constructed by the Hudson and Manhattan Railroad and inaugurated on July 19, 1909, Hudson Terminal consisted of two 22-story office towers positioned above the station. These buildings occupied the area bounded by Greenwich, Cortlandt, Church, and Fulton Streets. The terminal incorporated ramp systems designed to streamline pedestrian circulation. Train operations utilized two single-track tubes linked through a loop containing five tracks and three platforms, enabling efficient train handling similar to the design later employed at the World Trade Center transit facilities.

Passenger numbers surged rapidly, reaching 30.5 million annually by 1914 and nearly doubling to 59.2 million by 1922. However, ridership experienced a sharp decline following the opening of new automobile tunnels and bridges spanning the Hudson River, falling from a peak of 113 million riders in 1927 to just 26 million in 1958. The H&M declared bankruptcy in 1954. Although New Jersey encouraged the Port Authority of New York and New Jersey to assume control of the railroad, the Port Authority initially considered it financially unviable.

Eventually, as part of the agreement for constructing the World Trade Center, the Port Authority took ownership of the H&M. Initially proposing a site along the East River, the Port Authority encountered resistance from New Jersey officials concerned about disproportionate benefits favoring New York. In late 1961, executive director Austin J. Tobin suggested relocating the project to Hudson Terminal and acquiring the H&M in return for New Jersey's consent. On January 22, 1962, both states consented to allow the Port Authority to take over the railroad and develop the World Trade Center on the then-outdated Hudson Terminal location.

Original PATH station

Construction of the World Trade Center commenced in 1966 on reclaimed land where bedrock lay 213 feet below ground level. A novel slurry wall technique was employed to prevent Hudson River water intrusion during excavation and building processes; meanwhile, operations continued in the original Hudson Tubes as elevated tunnels. The new PATH station required an investment of $35 million and initially accommodated approximately 85,000 passengers daily.

On July 2, 1971, Hudson Terminal station closed for three days to enable service transition to the newly built World Trade Center PATH station, which opened on July 6, 1971, just west of the former terminal site. This modern station featured expanded balloon loops permitting trains up to ten cars long compared to the previous six-car limit and included nine high-speed escalators connecting platform and mezzanine levels. Service was provided by Newark–World Trade Center and Hoboken–World Trade Center routes, with underground access linking directly to the World Trade Center towers, retail areas, and New York City Subway lines at both World Trade Center and Cortlandt Street stations. By 2001, daily ridership had declined to around 25,000.

During final construction stages of the World Trade Center complex, a temporary passageway connected passengers to an entrance on Church Street. The station sustained minor damage during the 1993 bombing; a collapsed ceiling section trapped several individuals temporarily before service resumed within one week.

Following American Airlines Flight 11’s impact on the North Tower on September 11, 2001, the station ceased operations. At that moment, three PATH trains were present: one arriving from Newark and two from Hoboken. One Hoboken-bound train evacuated its passengers without stopping; another was ordered evacuated but remained stationary and was later recovered—two lightly damaged cars from this train are preserved as museum pieces. A Newark-bound train briefly stopped to board passengers before Exchange Place and World Trade Center stations closed after United Airlines Flight 175 struck the South Tower at 9:03 a.m. A final train evacuated remaining personnel at approximately 9:10 a.m., leaving the station empty prior to its destruction during the collapse of the towers.

Interim PATH terminal

Following the destruction of the original station, service to Lower Manhattan was halted for more than two years. The adjacent station on the Newark–World Trade Center route, Exchange Place, also ceased operations as it was unable to serve as a terminal. During this period, two uptown routes (Newark–33rd Street and Hoboken–33rd Street) along with one intrastate New Jersey route (Hoboken–Journal Square) remained in service. Flooding had severely damaged the downtown Hudson tunnels, necessitating extensive cleanup and track repairs. The existing uptown PATH tunnels, ferry services, and NJ Transit lines were insufficient to handle the redirected passenger volume, making reconstruction of the World Trade Center terminal essential. After modifications, Exchange Place resumed service for PATH trains on June 29, 2003; passengers then transferred to ferries to reach Lower Manhattan until the World Trade Center station reopened later that year.

Lower Manhattan PATH service recommenced with the inauguration of a temporary station on November 23, 2003. The first train to arrive was notably the same one used during evacuation efforts. Conceived by Port Authority chief architect Robert I. Davidson, this $323 million facility was built at the original location. Its design included a canopy entrance on Church Street and featured a mosaic artwork titled "Iridescent Lightning," created by Giulio Candussio from Italy’s Scuola Mosaicisti del Friuli. The station incorporated translucent panel walls etched with motivational quotations that partially obscured views of the World Trade Center site.

Portions of the station that sustained minor damage during the collapse of the World Trade Center were preserved in both the temporary and subsequent permanent stations. Once services such as Newark–World Trade Center and Hoboken–World Trade Center resumed, this station quickly became the busiest within the PATH network. However, certain constraints existed: platforms were shorter (accommodating 8-car trains instead of 10-car), structural capacity was inadequate for overhead construction, and some segments remained exposed within the "bathtub" area. Access was limited to a single Church Street entrance equipped with four elevators to ensure disabled access.

From 2005 onward, the station hosted a StoryCorps booth dedicated to capturing oral histories related to the tragedy; this facility closed in spring 2007 due to ongoing site development. In June 2007, the Church Street entrance was shut down and dismantled; it was temporarily replaced by new stairways and a $275,000 tent structure designed by Voorsanger Architects to provide shelter. This entrance closed in April 2008 when a third temporary entrance was opened on Vesey Street near 7 World Trade Center. Upon completion of the permanent Calatrava-designed terminal, this Vesey Street entrance was removed to accommodate construction of the forthcoming Performing Arts Center.

World Trade Center Transportation Hub

The World Trade Center Transportation Hub refers to the new PATH station and its adjacent transit-retail complex, operated by the Port Authority of New York and New Jersey, which opened on March 3, 2016. Conceived by Spanish architect Santiago Calatrava, the facility includes an expansive train station mezzanine located beneath the National September 11 Memorial & Museum plaza. This mezzanine connects to the aboveground structure known as the Oculus—positioned between 2 World Trade Center and 3 World Trade Center—and links to public concourses beneath the World Trade Center towers.

This station integrates the PATH transit system with the New York City Subway network and features an underground east–west corridor that facilitates movement across Lower Manhattan, stretching from the Fulton Center to the Battery Park City Ferry Terminal. To offset retail space lost from the original mall, the Hub incorporates substantial shopping areas within the Westfield World Trade Center mall.

Background

In the aftermath of the September 11 attacks, a $7 billion plan was proposed to overhaul Lower Manhattan’s transit infrastructure. This comprehensive initiative included constructing a new PATH terminal, developing the Fulton Center, upgrading the South Ferry/Whitehall Street terminal, and rebuilding segments of the West Side Highway. This transit redevelopment was essential to Lower Manhattan’s economic resurgence. In August 2002, federal authorities dedicated $4.5 billion toward establishing a terminal that would connect subway and PATH lines at the World Trade Center site. After assessing four potential sites, planners selected a location four levels below ground at the perimeter of the World Trade Center "bathtub."

Daniel Libeskind’s 2003 Memory Foundations master plan initially omitted a large-scale transit station, instead proposing a modest facility akin to the original underground station beneath the World Trade Center. His design incorporated an open-air plaza at what is now the station’s location, named the "Wedge of Light," intended to allow sunlight during the autumnal equinox to illuminate the footprints of the World Trade Center annually in September. The plaza featured wedges marking 8:46 a.m. and 10:28 a.m., representing when American Airlines Flight 11 struck and when the North Tower fell.

Redesign

In early 2004, ownership by the Port Authority led to a revision of Libeskind’s proposal to include a grand downtown transportation hub rivaling iconic terminals such as Penn Station and Grand Central Terminal.[18] Santiago Calatrava was commissioned as lead architect for this $2 billion project, which was unveiled in January 2004.[19][20] His concept featured an aboveground station structure—the Oculus—with wing-like curved supports extending along a concourse between Church Street and the PATH platforms beneath Greenwich Street. The building occupies an entire city block bounded by Fulton, Church, Dey, and Greenwich Streets.[20]

A continuous skylight spanned the roof length, originally engineered to open mechanically for daylight and ventilation purposes. This element aligned with Libeskind’s vision by maximizing sunlight during September 11’s autumnal equinox; on that date each year, it opened for precisely 102 minutes to honor the interval between the initial impact and collapse of the Twin Towers. The skylight could also be manually operated for air circulation.

Construction proceeded in phases: establishing a temporary northern entrance (2005–06); building an East-West Concourse connected to Brookfield Place; installing temporary platform structures including Platform D; extending three platforms alongside mezzanine enlargement; and ultimately erecting the main station house. Completion was targeted for 2009 or 2010.

The design earned considerable praise upon announcement. In 2004, The New York Times architecture critic Herbert Muschamp lauded Calatrava’s concept as spiritually uplifting for Ground Zero’s redevelopment. Michael Kimmelman described it as "a significant cultural addition" to New York City's skyline.[21][22] Manhattan Community Board 1 characterized it as "beautiful" in 2005.

Calatrava likened his initial vision to "a bird being released from a child's hand," though security requirements necessitated scaling down his soaring spire design. By 2005, critics observed that added security modifications had substantially altered its appearance.[23] Budget limitations and spatial constraints in 2008 resulted in removal of the roof’s opening mechanism.[24]

While many admired the station’s soaring ribbed structure and generous mezzanine spaces,Cite error: The opening <ref> tag is malformed or has a bad name some criticized its prioritization of aesthetics over practicality. In 2014, blogger Benjamin Kabak noted design shortcomings impacting rush-hour functionality and safety concerns due to slippery marble floors caused by leaks.[25] Steve Cuozzo of the New York Post denounced it as "a self-indulgent monstrosity" reflecting wasteful use of public funds.[26] Kimmelman referred to it disparagingly as "a kitsch stegosaurus."[27] In 2015, New York magazine labeled it a "Glorious Boondoggle," highlighting its "Jurassic" aesthetic.[18] Upon its opening in 2016, an editorial from New York Post branded it "the world’s most obscenely overpriced commuter rail station—and possibly its ugliest," calling it a "white elephant" likened to a "giant gray-white space insect."[28]

West Concourse

The West Concourse, previously known as the East-West Connector, is a pedestrian tunnel located beneath the West Side Highway that links the WTC station mezzanine to Brookfield Place in Battery Park City. This passageway includes retail outlets operated by Westfield World Trade Center. Officially opened on October 23, 2013, it provided access for employees to One World Trade Center prior to the tower’s inauguration on November 3, 2014. The entrance to the observatory was made available on May 29, 2015. With a construction cost of $225 million, it ranks among the most costly pedestrian corridors worldwide.

Construction

The Oculus development necessitated relocating the World Trade Center cross in April 2006, with significant construction commencing on July 8, 2008. This phase involved assembling prefabricated "ribs" for the Fulton Street pedestrian corridor. By March 2011, more than 225 out of 300 steel roof components had been installed. That same month marked the beginning of installation for the critical Vierendeel Truss, which supports both the mezzanine roof and the northeast section of the National September 11 Memorial & Museum.

In summer 2010, Skanska secured a $542 million contract for building the Oculus, encompassing steel framework erection, integration with the Vehicular Security Center, and other structural tasks. By June 2013, ten external arches had been put in place. Initial projections anticipated completion of structural work by early 2015, followed by interior finishing by year-end and an official opening slated for December 17, 2015. The West Concourse became operational on October 23, 2013, connecting to what was then renamed Brookfield Place; however, retail spaces and One World Trade Center’s second-floor areas remained under development.

On February 25, 2014, half of Platform A was unveiled featuring upgraded amenities serving Hoboken-bound commuters, while its western section stayed closed initially. One World Trade Center along with its PATH entrance opened on November 3, 2014. Shortly after, on November 11, Fulton Center and the Dey Street Concourse began operations; nonetheless, Dey Street’s access into the Transportation Hub remained closed until the Hub officially opened. By November 22 that year, all 114 roof rafters had been installed; ongoing work included painting and crane removal.

The reopening of Platform B alongside the remaining portion of Platform A occurred on May 7, 2015; concurrently, Platform C was closed. The observation deck entrance within the West Concourse launched on May 29 alongside One World Observatory. Late September saw a temporary West Walkway established to connect platforms directly to the West Concourse.

Cost and delays

The Transportation Hub stands as one of the priciest railway stations globally, with reconstruction expenditures reaching approximately $4 billion. For comparison, the planned two-mile Newark–World Trade Center PATH extension to Newark Liberty International Airport carries an estimated cost of $1.5 billion. The project endured nearly ten years of delays beyond its initial timeline. Early cost forecasts were already substantial at nearly $2 billion due to an elaborate architectural design intended to secure New Jersey's financial backing despite being entirely within New York.

Initially financed with roughly $1.9 billion from the Federal Transit Administration, completion was anticipated on budget by 2009. However, by 2014 expenses had doubled when adjusted for inflation. The West Concourse alone accounted for $225 million and earned a reputation as the "world's most expensive hallway." Total expenditures for construction management and maintenance reached $635 million; fees paid to principal contractors approached $1 billion while utility installations around the site added another $400 million. Potential savings exceeding $500 million were not realized.

Architect Santiago Calatrava’s design fees totaled $80 million with overall architectural costs amounting to $405.8 million. Accelerated construction efforts contributed an additional $124 million in expenses, including $100 million allocated for expediting work at the National September 11 Memorial & Museum and fast-tracking material deliveries. Calatrava’s design decisions—such as sourcing custom steel from Italy at a cost of $474 million, creating a column-free structure featuring soaring "wings," and incorporating skylights instead of trees—substantially increased costs. Furthermore, accommodating the New York City Subway's IRT Broadway–Seventh Avenue Line via a bridge over the station—necessitated by MTA’s refusal to close it—added $335 million in expenses. Damage caused by Hurricane Sandy in 2012 resulted in several hundred million dollars' worth of material losses. Additional alterations mandated by the Port Authority—including scaling down the original entry pavilion for security purposes—also contributed to delays and rising costs.

The hub’s escalating budget ignited controversy among critics who highlighted Calatrava’s past projects known for cost overruns and legal disputes. With daily ridership figures around 46,000—significantly lower than Grand Central Terminal’s roughly 250,000—the hub is frequently criticized as excessively costly and overly ornamental. Some analysts contend that operating the PATH system itself results in financial losses for the Port Authority, which reported approximately $2 billion in revenue shortfalls between 2009 and 2013.

In late 2015, opening was deferred due to roof leaks. When it eventually opened in March 2016, Port Authority director Pat Foye refrained from celebrating it publicly, describing it as a "symbol of excess" and expressing concerns about its staggering costs.

Opening

On March 3, 2016, the Oculus partially welcomed the public, unveiling new access points. Initially, only the western end and the corridor connecting Westfield Mall to Four World Trade Center were open. Two months later, on May 26, PATH commuters gained a seamless underground connection to Fulton Center and the Cortlandt Street–Church Street station through the Oculus. The PATH entrance at 2 World Trade Center became operational on June 21, leading to the closure of the temporary entrance outside 7 World Trade Center shortly thereafter. The Westfield World Trade Center shopping center opened its doors on August 16, introducing an additional public entryway. By September 8, restrooms located on the mezzanine’s southern side and Platforms C and D were functional, alongside the permanent West Concourse passage. On December 19, a direct underground link to the New York City Subway’s World Trade Center station was reinstated.

After the 17th anniversary of September 11 in 2018, a rubber seal on the Oculus skylight was damaged, preventing it from opening for the 18th anniversary in 2019.

Notable incidents

The first birth inside the Oculus took place on October 13, 2016, when a woman went into labor and delivered her baby on the station floor. A comparable event had occurred in August 2015 at the former PATH station. On February 11, 2017, Jenny Santos became the first fatality within the Oculus after falling from an escalator. Initial accounts suggested she was reaching for a hat; however, it was later clarified she was "pretending to fly" along the handrail. This tragedy sparked concerns regarding the handrail’s height of 3 feet 4 inches and overall safety protocols.

Adjacent transit connections

The Transportation Hub serves as a nexus integrating PATH with New York City Subway lines. The rebuilt WTC Cortlandt station, reopened in September 2018, offers direct access to the Hub. Likewise, connectivity is provided through the Chambers Street–World Trade Center/Park Place/Cortlandt Street complex and the Cortlandt Street–Church Street station. The Dey Street Passageway extends eastward to Fulton Center, linking numerous subway routes, while the West Concourse leads westward toward Brookfield Place and Battery Park City Ferry Terminal.

Between 2003 and 2004, a feasibility assessment examined a potential Lower Manhattan–Jamaica/JFK rail connection via Long Island Rail Road tunnels aimed at expediting JFK Airport access; however, this initiative was discontinued in 2008 prior to environmental review.

As of September 2018, services accessible through the Hub encompass:

Services Line Station Disabled access Notes
Template:NYCS Broadway-Seventh Brooklyn IRT Broadway–Seventh Avenue Line Park Place Part of Chambers–WTC/Park Place/Cortlandt Street complex
Template:NYCS Eighth far south express IND Eighth Avenue Line Chambers Street
Template:NYCS Eighth far south local IND Eighth Avenue Line World Trade Center Disabled access
Template:NYCS Broadway south BMT Broadway Line Cortlandt Street Disabled access
Template:NYCS Broadway-Seventh South Ferry IRT Broadway–Seventh Avenue Line WTC Cortlandt Disabled access

Located two blocks east and fully compliant with ADA standards since its November 2014 inauguration is the Fulton Street station complex serving multiple subway lines:

Services Line
Template:NYCS Broadway-Seventh Brooklyn IRT Broadway–Seventh Avenue Line
Template:NYCS Lexington south IRT Lexington Avenue Line
Template:NYCS Eighth Cranberry IND Eighth Avenue Line
Template:NYCS Nassau south BMT Nassau Street Line

At its northeast extremity lies the entrance to the original World Trade Center IND Eighth Avenue Line station. Although its ADA-accessible ramp and structure survived the events of 9/11, it was closed due to dust contamination. The corridor linking it to the temporary PATH station reopened briefly before closing again for reconstruction work. This passageway reopened on December 19, 2016, preserving its pre-9/11 design elements including a door marked by Urban Search and Rescue Massachusetts Task Force 1 from September 13, 2001. Preservation of this corridor was required under historic preservation statutes tied to funding. Full ADA accessibility was restored in 2017 despite steps between mezzanine level and Oculus lobby.

The M55 bus route offers northbound service along Church Street and Sixth Avenue toward Midtown Manhattan and southbound service on Broadway heading to South Ferry.


Notes

External links

  1. ↑ 1.0 1.1 Cite error: Invalid <ref> tag; no text was provided for refs named Port Authority of New York and New Jersey 2007
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  6. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Higgs 2016
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  10. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Lorenzetti 2016
  11. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Verrill 2016
  12. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  13. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Lynch 2016
  14. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named World Trade Center 2016
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Rogers 2016
  16. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Kirby 2016
  17. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  18. ↑ 18.0 18.1 Cite error: Invalid <ref> tag; no text was provided for refs named Glorious Boondoggle
  19. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Rogers 2004
  20. ↑ 20.0 20.1 Cite error: Invalid <ref> tag; no text was provided for refs named Dunlap 2004
  21. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named nytimes-hubdesign1
  22. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named nytimes-hubdesign2
  23. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named nytimes-hubdesign3
  24. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named nytimes-hubdesign4
  25. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named CityLab
  26. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Waste & Idiocy
  27. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Kimmelman
  28. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Ugliest
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