PATH (rail system)#History

The PATH system pre-dates the New York City Subway's first underground line, operated by the Interborough Rapid Transit Company. The Hudson & Manhattan Railroad (H&M) was planned in 1874, but it was not possible at that time to safely tunnel under the Hudson River. Construction began on the existing tunnels in 1890, but soon stopped when funding ran out. It resumed in 1900 under the direction of William Gibbs McAdoo, an ambitious young lawyer who had moved to New York from Chattanooga, Tennessee, and later became president of the H&M.{{Cite web |last=Fitzherbert, Anthony |date=June 1964 |title="The Public Be Pleased": William G. McAdoo and the Hudson Tubes |url=http://world.nycsubway.org/us/path/hmhistory.html |access-date=January 9, 2012 |publisher=Electric Railroaders Association, nycsubway.org}} The railroad became so closely associated with McAdoo that, in its early years, its lines were called the McAdoo Tubes or McAdoo Tunnels.{{Cite web |last=Dunlap |first=David W. |date=February 25, 2008 |title=Why PATH Rides Are Free Today |url=https://cityroom.blogs.nytimes.com/2008/02/25/why-path-rides-are-free-today/ |access-date=April 24, 2018 |website=City Room |language=en-US}}{{Cite news |date=May 26, 1907 |title=Under the Hudson River by Tunnel About to Become a Reality; October 1 Will See the End of a Romance of Thirty-four Years' Struggle of Capital and Brains Against the Seemingly Insurmountable Obstacles of Nature. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1907/05/26/archives/under-the-hudson-river-by-tunnel-about-to-become-a-reality-october.html |access-date=April 24, 2018 |issn=0362-4331}}

{{Main|Uptown Hudson Tubes|Downtown Hudson Tubes}}

File:PATH original plan.png (lower left) and the IRT Lexington Avenue Line at Astor Place (center)]]

Construction started on the first tunnel, now called the Uptown Hudson Tubes, in 1873.{{Cite book |last=Burr |first=S.D.V. |url=http://www.tmk.com/books/tunnel/tunnel.shtml |title=Tunneling Under The Hudson River: Being a description of the obstacles encountered, the experience gained, the success achieved, and the plans finally adopted for rapid and economical prosecution of the work |publisher=John Wiley and Sons |year=1885 |location=New York |access-date=August 24, 2009 |archive-date=January 22, 2009 |archive-url=https://web.archive.org/web/20090122225221/http://www.tmk.com/books/tunnel/tunnel.shtml |url-status=dead }}{{Rp|14}} Chief engineer Dewitt Haskin built the tunnel by using compressed air to open a space in the mud and then lining it with brick. The railroad got {{convert|1200|ft|m|0}} from Jersey City this way{{Rp|12}} until a lawsuit stopped work;{{Cite news |date=July 23, 1879 |title=Work On The Tunnel Resumed |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1879/09/23/94114892.html?pageNumber=8 |access-date=April 22, 2018 |issn=0362-4331}} accidents, including a particularly serious one in 1880 that killed 20 workers, caused additional delays.{{Cite news |date=July 22, 1880 |title=Twenty Men Buried Alive |language=en-US |work=The New York Times |url=http://timesmachine.nytimes.com/timesmachine/1880/07/22/98623183.html?pageNumber=1 |access-date=April 22, 2018 |issn=0362-4331}} The project was abandoned in 1883 due to a lack of funds.{{rp|67}}{{Rp|12}} An effort by a British company, between 1888 and 1892, also failed.{{Cite news |date=March 18, 1893 |title=The Hudson River Tunnel; Effort Making To Raise Sufficient Money To Complete It |language=en-US |work=The New York Times |url=http://timesmachine.nytimes.com/timesmachine/1893/03/18/109695624.html |access-date=April 22, 2018 |issn=0362-4331}}

File:1911 Hudson tunnels 14572178500) (cropped).jpg

When the New York and New Jersey Railroad Company resumed construction on the uptown tubes in 1902, its chief engineer, Charles M. Jacobs, used a different method. He had workers push a tunnelling shield through the mud and then place tubular cast iron plating around the tube. The northern tube of the uptown tunnel was completed this way shortly after work resumed{{Cite news |date=March 12, 1904 |title=Hudson Tunnel Open End To End |language=en-US |work=The New York Times |url=https://www.nytimes.com/1904/03/12/archives/hudson-tunnel-open-end-to-end-party-of-twenty-walk-under-river-to.html |access-date=April 23, 2018 |issn=0362-4331}} and the southern tube was built the same way.{{Cite book |last1=Gilbert |first1=Gilbert H. |url=https://books.google.com/books?id=6JJ-AAAAMAAJ&pg=PA155 |title=The Subways and Tunnels of New York |last2=Wightman |first2=Lucius I. |last3=Saunders |first3=W.L. |publisher=John Wiley & Sons |year=1912 |pages=155–159}} The uptown tubes were completed in 1906.{{Cite news |date=December 12, 1906 |title=$100,000,000 Capital for M'Adoo Tunnels |language=en-US |work=The New York Times |url=https://www.nytimes.com/1906/12/12/archives/100000000-capital-for-madoo-tunnels-railroad-commission-agrees-to.html |access-date=December 29, 2017 |issn=0362-4331}}

By the end of 1904, the New York City Board of Rapid Transit Commissioners had given the company permission to build a new subway line through Midtown Manhattan to connect with the Uptown Hudson Tubes, along with 26 years of exclusive rights to the line. The Midtown Manhattan line would travel eastward under Christopher Street before turning northeastward under Sixth Avenue, then continue underneath Sixth Avenue to a terminus at 33rd Street.{{Cite news |date=December 16, 1904 |title=M'Adoo Subway Wins Fight For Franchise |language=en-US |work=The New York Times |url=https://www.nytimes.com/1904/12/16/archives/madoo-subway-wins-fight-for-franchise-crosstown-line-perpetual-25.html |access-date=April 24, 2018 |issn=0362-4331}}

In January 1905, the Hudson Companies, with $21 million in capital (${{Format price|{{Inflation|US|21000000|1905}}}} in {{Inflation/year|US}}), were incorporated to complete the Uptown Hudson Tubes and build the Sixth Avenue line, as well as construct a second pair of tunnels, the current Downtown Hudson Tubes.{{Cite news |date=1905 |title=$21,000,000 Company For Hudson Tunnels |language=en-US |work=The New York Times |url=https://www.nytimes.com/1905/01/10/archives/21000000-company-for-hudson-tunnels-will-also-build-ninth-street.html |access-date=April 24, 2018 |issn=0362-4331}}{{Cite news |date=January 10, 1905 |title=Tunnel Companies Join |page=14 |work=New-York Tribune |url=https://www.newspapers.com/clip/60289991/ |access-date=September 30, 2020 |via=newspapers.com {{open access}}}} The H&M was incorporated in December 1906 to operate a passenger railroad system between New York and New Jersey via the Uptown and Downtown Tubes.{{Cite book |url=https://books.google.com/books?id=KcIzAQAAMAAJ&pg=PA396 |title=The Commercial & Financial Chronicle ...: A Weekly Newspaper Representing the Industrial Interests of the United States |date=1914 |publisher=William B. Dana Company |language=en}}{{Cite news |date=December 12, 1906 |title=$100,000,000 Capital For M'Adoo Tunnels |language=en-US |work=The New York Times |url=https://www.nytimes.com/1906/12/12/archives/100000000-capital-for-madoo-tunnels-railroad-commission-agrees-to.html |access-date=April 24, 2018 |issn=0362-4331}}

The current Downtown Hudson Tubes were built about {{convert|1+1/4|mi|km}} south of the first one. Three years of construction using the tubular cast iron method finished in 1909.{{rp|18}} The uptown and downtown tunnels had two tubes, each with a single unidirectional track.{{Cite journal |last=Davies |first=John Vipond |year=1910 |title=The Tunnel Construction of the Hudson and Manhattan Railroad Company |url=https://books.google.com/books?id=1CYWAAAAYAAJ&pg=PA164 |journal=Proceedings of the American Philosophical Society |location=Philadelphia |publisher=American Philosophical Society |volume=49 |issue=195 |pages=164–187 |jstor=983892}} The eastern sections of the tunnels, in Manhattan, were built with the cut and cover method.{{Cite book |url=https://books.google.com/books?id=PUtTAAAAYAAJ&pg=PA105 |title=The World Almanac and Encyclopedia |date=1911 |publisher=Press Publishing Company (The New York World) |pages=105 |language=en}}

File:ParkPlace H&MRR-(PATH) Newark.tiff in Newark was the H&MRR's terminus until the completion of Newark Penn Station in the late 1930s.]]

Test runs of empty trains started in late 1907.{{Cite news |date=December 18, 1907 |title=Under The Hudson By Train |language=en-US |work=The New York Times |url=https://www.nytimes.com/1907/12/18/archives/under-the-hudson-by-train-first-trip-through-christopher-street.html |access-date=April 24, 2018 |issn=0362-4331}} Revenue service started between Hoboken Terminal and 19th Street at midnight on February 26, 1908, when President Theodore Roosevelt pressed a button at the White House that turned on the electric lines in the uptown tubes (the first train carrying passengers, all selected officials, had run the previous day).{{Cite news |date=February 26, 1908 |title=Trolley Tunnel Open to New Jersey |language=en-US |page=1 |work=The New York Times |url=https://www.nytimes.com/1908/02/26/archives/trolley-tunnel-open-to-jersey-president-turns-on-power-for-first.html |access-date=October 27, 2008 |issn=0362-4331}}{{Cite Cudahy-Hudson}}{{Rp|21}} This became part of the current Hoboken–33rd Street line.{{Cite journal |last=Chiasson |first=George |date=September 2015 |title=Rails Under the Hudson Revisited – The Hudson and Manhattan |url=https://issuu.com/erausa/docs/2015-09-bulletin |journal=Electric Railroaders' Association Bulletin |volume=58 |pages=2–3, 6–7 |access-date=April 10, 2018 |via=Issuu |number=9}}{{rp|2}} The H&M system was powered by a 650-volt direct current third rail which, in turn, drew power from an 11,000-volt transmission system with three substations. The substations were the Jersey City Powerhouse, as well as two smaller substations at the Christopher Street and Hudson Terminal stations.

An extension of the H&M from 19th Street to 23rd Street opened in June 1908.{{Cite news |date=June 12, 1908 |title=To Extend Hudson Tunnel |language=en-US |page=6 |work=The New York Times |url=https://www.nytimes.com/1908/06/12/archives/to-extend-hudson-tunnel-trains-to-begin-running-to-twentythird.html |access-date=July 19, 2011 |issn=0362-4331}} In July 1909, service began between the Hudson Terminal in Lower Manhattan and Exchange Place in Jersey City, through the downtown tubes.{{Cite news |date=July 20, 1909 |title=40,000 Celebrate New Tubes' Opening |language=en-US |work=The New York Times |url=https://www.nytimes.com/1909/07/20/archives/40000-celebrate-new-tubes-opening-downtown-mcadoo-tunnels-to-jersey.html |access-date=April 24, 2018 |issn=0362-4331}} The connection between Exchange Place and the junction near Hoboken Terminal opened two weeks later,{{Cite news |date=August 3, 1909 |title=Erie Commuters Held Up |language=en-US |page=1 |work=The New York Times |url=https://www.nytimes.com/1909/08/03/archives/collision-ties-up-all-central-trains-also-blocks-the-harlem.html |access-date=July 19, 2011 |issn=0362-4331}} forming the basic route for the Hoboken-Hudson Terminal (now Hoboken–World Trade Center) line.{{Cite journal |last=Chiasson |first=George |date=July 2015 |title=Rails Under the Hudson Revisited – The Hudson and Manhattan |url=https://issuu.com/erausa/docs/2015-07-bulletin |journal=Electric Railroaders' Association Bulletin |volume=58 |pages=2–3, 5 |access-date=April 10, 2018 |via=Issuu |number=7}}{{rp|3}} A new line running between 23rd Street and Hudson Terminal was created in September.{{rp|3}} Almost a year after that, the H&M was extended from Exchange Place west to Grove Street,[https://timesmachine.nytimes.com/timesmachine/1910/08/26/105087985.html?pageNumber=6 "Subway Station Not Closed"], The New York Times, August 26, 1910, p. 6. and the 23rd Street–Hudson Terminal line was rerouted to Grove Street, becoming part of the current Journal Square–33rd Street line. A fourth line, Grove Street–Hudson Terminal (now the Newark–World Trade Center line), was also created.{{rp|3}} In November 1910, the Hoboken–23rd Street and Grove Street–23rd Street lines were extended from 23rd Street to 33rd Street.{{Cite news |date=September 16, 1910 |title=M'Adoo Would Build A West Side Subway |language=en-US |page=10 |work=The New York Times |url=https://www.nytimes.com/1910/09/16/archives/madoo-would-build-a-west-side-subway-from-34th-st-down-broadway.html |access-date=July 19, 2011 |issn=0362-4331}}{{Cite news |date=November 10, 1910 |title=Open McAdoo Extension |language=en-US |page=10 |work=The New York Times |url=https://www.nytimes.com/1910/11/10/archives/open-mcadoo-extension-trains-begin-today-running-up-sixth-avenue-to.html |access-date=July 19, 2011 |issn=0362-4331}}

The Grove Street–Hudson Terminal line was extended west from Grove Street to Manhattan Transfer in October 1911,{{Cite news |date=October 1, 1911 |title=Improved Transit Facilities by Newark High Speed Line |language=en-US |page=XX2 |work=The New York Times |url=https://www.nytimes.com/1911/10/01/archives/improved-transit-facilities-by-newark-high-speed-line.html |access-date=July 19, 2011 |issn=0362-4331}} and then to Park Place in Newark on November 26 of that year.{{Cite news |date=November 26, 1911 |title=Tube Service to Newark |language=en-US |page=9 |work=The New York Times |url=https://www.nytimes.com/1911/11/26/archives/tube-service-to-newark-pennsylvaniahudson-steel-trains-in-operation.html |access-date=July 19, 2011 |issn=0362-4331}} After completion of the uptown Manhattan extension to 33rd Street and the westward extension to the now-defunct Manhattan Transfer and Park Place Newark terminus in 1911, the H&M was complete.{{rp|7}} The final cost was estimated at $55–$60 million (${{Format price|{{Inflation|US|55000000|1911}}}} - ${{Format price|{{Inflation|US|60000000|1911}}}} in {{Inflation/year|US}}).{{Cite news |date=July 18, 1909 |title=Under the Hudson by Four Tubes Now |language=en-US |page=3 |work=The New York Times |url=https://www.nytimes.com/1909/07/18/archives/under-the-hudson-by-four-tubes-now-second-pair-of-mcadoo-tunnels-to.html |access-date=July 19, 2011 |issn=0362-4331}}{{Cite news |last=Dunlap |first=David W. |date=October 26, 2008 |title=Another Ghost From Ground Zero's Past Fades Away |language=en-US |work=The New York Times |url=https://www.nytimes.com/2008/10/27/nyregion/27tunnel.html |access-date=October 27, 2008 |issn=0362-4331}} A stop at Summit Avenue (now Journal Square), located between Grove Street and Manhattan Transfer, opened in April 1912 as an infill station on the Newark-Hudson Terminal line, though only one platform was in use at the time. The station was completed by February 1913, allowing service from 33rd Street to terminate there.{{rp|7}} The last station, at Harrison, opened a month later.

{{Unbuilt PATH expansions}}

Originally, the Hudson Tubes were designed to link three major railroad terminals on the Hudson River in New Jersey—the Erie Railroad (Erie) and Pennsylvania Railroad (PRR) in Jersey City and the Delaware, Lackawanna and Western Railroad (DL&W) in Hoboken—with New York City. While PATH still connects to train stations in Hoboken and Newark, the Erie's Pavonia Terminal at what is now Newport and the PRR terminal at Exchange Place station have been closed and demolished. There were early negotiations for New York Penn Station to also be shared by the two railroads.{{Cite news |date=September 2, 1908 |title=McAdoo Co. May Use Pennsylvania Depot |language=en-US |work=The New York Times |url=https://www.nytimes.com/1908/09/02/archives/madoo-co-may-use-pennsylvania-depot-wall-street-hears-that.html |access-date=July 19, 2011 |issn=0362-4331}} In 1908, McAdoo proposed to build a branch of the H&M southward to the Central Railroad of New Jersey Terminal at Communipaw.{{Cite web |date=October 21, 1908 |title=M'Adoo To Extend Hudson Tunnels |url=https://www.nytimes.com/1908/10/21/archives/madoo-to-extend-hudson-tunnels-jersey-central-road-to-benefit-by-a.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}

When the rapid transit commissioners approved construction of the H&M's Sixth Avenue line in 1904, they left open the option of digging an east-west crosstown line. The New York and New Jersey Railroad Company received perpetual rights to dig under Christopher and Ninth Streets eastward to either Second Avenue or Astor Place.{{rp|22}} The project was started but soon abandoned; about {{Convert|250|ft|m}} of the tube that was dug still exists.{{rp|22}}

In February 1909 the H&M announced plans to extend its Uptown Tubes northeast to Grand Central Terminal, located at Park Avenue and 42nd Street.{{Cite web |date=February 14, 1909 |title=Two New Subways Now Being Planned |url=https://www.nytimes.com/1909/02/14/archives/two-new-subways-now-being-planned-interborough-and-mcadoo-interests.html |access-date=April 24, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} The openings of the 28th and 33rd Street stations were delayed because of planning for the Grand Central extension.{{Cite web |date=February 11, 1909 |title=M'Adoo Subway On To Grand Central |url=https://www.nytimes.com/1909/02/11/archives/madoo-subway-on-to-grand-central-connection-will-be-made-if-the.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} The New York Times speculated that the downtown tunnels would see more passenger use than the uptown tunnels because they better served the city's financial district.

The Interborough Rapid Transit Company (IRT), a competitor to the H&M, proposed to connect its Lexington Avenue line to the H&M at Grand Central, Astor Place, and Fulton Street–Hudson Terminal once the planned system was complete. Its terminus at Grand Central was supposed to be located directly below the IRT's 42nd Street line but above the IRT's Steinway Tunnel to Queens. However, the IRT constructed an unauthorized ventilation shaft between its two levels in an effort to force the H&M to build its station very deeply, making it less accessible.{{Cite web |date=March 26, 1909 |title=Inter-Tunnel Shaft In M'Adoo's Way |url=https://www.nytimes.com/1909/03/26/archives/intertunnel-shaft-in-madoos-way-connects-subway-and-steinway-tunnel.html |access-date=April 24, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} As an alternative, it was proposed to connect the Uptown Tubes to the Steinway Tunnel.{{Cite news |date=May 6, 1909 |title=May Connect M'Adoo And Steinway Tubes |language=en-US |work=The New York Times |url=https://www.nytimes.com/1909/05/06/archives/may-connect-madoo-and-steinway-tubes-utilities-board-suggests-such.html |access-date=April 24, 2018 |issn=0362-4331}} A franchise to extend the Uptown Tubes to Grand Central was awarded in June 1909.{{Cite news |date=June 5, 1909 |title=M'Adoo Extension To Be Ready In 1911 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1909/06/05/archives/madoo-extension-to-be-ready-in-1911-head-of-hudson-manhattan-road.html |access-date=April 24, 2018 |issn=0362-4331}}

By 1914, the H&M had not yet started construction of the Grand Central extension, and requested a delay.{{Cite news |date=April 9, 1914 |title=M'Adoo's Railroad Slow In Building |language=en-US |work=The New York Times |url=https://www.nytimes.com/1914/04/09/archives/madoos-railroad-slow-in-building-two-months-more-time-given-for.html |access-date=April 25, 2018 |issn=0362-4331}}{{rp|55}} Six years later, the H&M had submitted 17 applications for delays; in all of them, the railroad said it was not the best time for construction.{{Cite news |date=February 16, 1920 |title=Hudson Tube Asks Delay |language=en-US |work=The New York Times |url=https://www.nytimes.com/1920/02/16/archives/hudson-tube-asks-delay-seventeenth-application-for-more-time-to.html |access-date=April 27, 2018 |issn=0362-4331}} The Rapid Transit Commissioners declined the last one, effectively ending the H&M's rights to a Grand Central extension.{{rp|55–56}}

File:H&M tunnel tile work 2.jpg

In September 1910, McAdoo proposed another expansion, consisting of a second north-south line through midtown. It would run {{Convert|4|mi|km}} from Hudson Terminal to 33rd Street and Sixth Avenue, underneath Herald Square and near the H&M's existing 33rd Street station. The new line would run mainly under Broadway, with a small section of the line in the south under Church Street. Under McAdoo's plan, the city could take ownership of this line within 25 years of completion.

That November, McAdoo also proposed that the two-track Broadway line be tied into the IRT's original subway line in Lower Manhattan. The Broadway line, going southbound, would merge with the local tracks of the IRT's Lexington Avenue line in the southbound direction at 10th Street. A spur off the Lexington Avenue line in Lower Manhattan, in the back of Trinity Church, would split eastward under Wall Street, cross the East River to Brooklyn, then head down Fourth Avenue in Brooklyn, with another spur underneath Lafayette Avenue. McAdoo wanted not only to operate what was then called the "Triborough System", but also the chance to bid on the Fourth Avenue line in the future.{{Cite news |date=November 19, 1910 |title=M'Adoo Ready To Run Triborough |language=en-US |work=The New York Times |url=https://www.nytimes.com/1910/11/19/archives/madco-ready-to-run-triborough-giving-a-5cent-ride-from-the-bronx-to.html |access-date=April 26, 2018 |issn=0362-4331}} The franchise for the Broadway line was ultimately awarded to the Brooklyn Rapid Transit Company (BRT) in 1913, as part of the Dual Contracts.{{Cite news |date=March 20, 1913 |title=Subway Contracts Solemnly Signed |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1913/03/20/100611839.pdf |access-date=January 11, 2018 |issn=0362-4331}}{{Cite book |last=Walker |first=James Blaine |url=https://books.google.com/books?id=lpEgAAAAMAAJ&pg=PA224 |title=Fifty Years of Rapid Transit, 1864–1917 |date=1918 |publisher=Law Printing Company |pages=224–241 |access-date=July 17, 2019}}

In 1909, McAdoo considered extending the H&M in New Jersey, building a branch north to Montclair, in Essex County. A route extending north from Newark would continue straight to East Orange. From there, branches would split to South Orange in the south and Montclair in the north.{{Cite news |date=March 29, 1909 |title=McAdoo Tunnel Extension: Lines to the Oranges and Montclair, with Mountain Tunnels, Projected |language=en-US |work=The New York Times |url=https://www.nytimes.com/1909/03/29/archives/mcadoo-tunnel-extension-lines-to-the-oranges-and-montclair-with.html |access-date=April 24, 2018 |issn=0362-4331}}

A record 113 million people rode the H&M in 1927.{{rp|55}} Ridership declined after the opening of the Holland Tunnel late that year and fell further once the Great Depression began.{{rp|55}}{{Cite news |date=May 4, 1931 |title=Travel Here Fell 13,000,000 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1931/05/04/archives/travel-here-fell-13000000-in-year-transit-commission-reports-drop.html |access-date=April 27, 2018 |issn=0362-4331}} The opening of the George Washington Bridge in 1931 and the Lincoln Tunnel in 1937 drew more riders out of trains and into their cars.{{rp|56}} The Summit Avenue station was renovated and rededicated as "Journal Square" in 1929; the railroad's powerhouse in Jersey City shut down later that year, as its system could now draw energy from the greater power grid.{{rp|7}}

In the 1930s, service to the Uptown Hudson Tubes in Manhattan was affected by the construction of the Independent Subway System (IND)'s Sixth Avenue Line. The 33rd Street terminal closed in late 1937; service on the H&M was cut back to 28th Street to allow for subway construction.{{Cite news |date=December 26, 1937 |title=Hudson Tube Terminus At 33d St. Closes Today |language=en-US |work=The New York Times |url=https://www.nytimes.com/1937/12/26/archives/hudson-tube-terminus-at-33d-st-closes-today.html |access-date=April 26, 2018 |issn=0362-4331}} The 33rd Street terminal was moved south to 32nd Street and reopened in 1939. The city had to pay the railroad $800,000 to build the new 33rd Street station; it reimbursed H&M an additional $300,000 for lost revenue.{{Cite news |date=September 24, 1939 |title=Hudson Tube Opens Terminal Today |language=en-US |work=The New York Times |url=https://www.nytimes.com/1939/09/24/archives/hudson-tube-opens-terminal-today-remodeled-33d-st-station-cost-city.html |access-date=April 15, 2018 |issn=0362-4331}} The 28th Street station was closed at this time as unnecessary since the southern entrances to the 33rd Street terminal were only two blocks away; it was later demolished to make room for the IND tracks below.{{Cite news |date=September 12, 1939 |title=Tube Terminal to Reopen |language=en-US |work=The New York Times |url=https://www.nytimes.com/1939/09/12/archives/tube-terminal-to-reopen-station-at-33d-st-and-6th-ave-to-renew.html |access-date=April 15, 2018 |issn=0362-4331}}

File:The 19th Street PATH station.jpg

The Manhattan Transfer station was closed in mid-1937, and the H&M realigned to Newark Penn Station from the Park Place terminus a quarter-mile ({{convert|0.25|mi|m|disp=output only}}) north; the Harrison station across the Passaic River was moved several blocks south as a result. The upper level of the Centre Street Bridge to Park Place later became Route 158.{{Cite news |date=June 20, 1937 |title=New Station Open for Hudson Tubes |language=en-US |page=35 |work=The New York Times |url=https://select.nytimes.com/gst/abstract.html?res=FA0B14FB3A541B728DDDA90A94DE405B878FF1D3 |access-date=July 19, 2011 |issn=0362-4331}}

Promotions and other advertising failed to stem the financial decline of the H&M. The 19th Street station in Manhattan was closed in 1954.{{Cite news |date=February 19, 1954 |title=H.&M. Station To Close |language=en-US |work=The New York Times |url=https://www.nytimes.com/1954/02/19/archives/h-m-station-to-close-state-authorizes-shutdown-of-tube-lines-19th.html |access-date=April 27, 2018 |issn=0362-4331}} That year, the H&M entered receivership due to its constant losses.{{Cite news |date=November 20, 1954 |title=Hudson Tubes File Bankruptcy Plea |language=en-US |work=The New York Times |url=https://www.nytimes.com/1954/11/20/archives/hudson-tubes-file-bankruptcy-plea-h-m-line-unable-to-meet-debts.html |access-date=April 27, 2018 |issn=0362-4331}} It operated under bankruptcy protection; in 1956 the two states agreed to settle its unpaid back taxes for $1.9 million.{{Cite news |date=August 2, 1956 |title=Hudson Tube Deal On Tax Approved |language=en-US |work=The New York Times |url=https://www.nytimes.com/1956/08/02/archives/hudson-tube-deal-on-tax-approved-us-court-endorses-action-in-favor.html |access-date=May 1, 2017 |issn=0362-4331}} That year, the H&M saw 37 million annual passengers, and transportation experts called for subsidies. One expert proposed a "rail loop", with the Uptown Hudson Tubes connecting to the IND Sixth Avenue Line, then continuing up Sixth Avenue and west via a new tunnel to Weehawken, New Jersey.{{Cite news |date=April 16, 1956 |title=Subsidies Sought To Aid Commuting |language=en-US |work=The New York Times |url=https://www.nytimes.com/1956/04/16/archives/subsidies-sought-to-aid-commuting-better-rail-links-for-jersey.html |access-date=April 30, 2018 |issn=0362-4331}} By 1958, ridership had dropped to 30.46 million annual passengers.{{Cite web |date=September 28, 1960 |title=H. & M. Fight to Win Riders A Long and Frustrating Haul |url=https://www.nytimes.com/1960/09/28/archives/h-m-fight-to-win-riders-a-long-and-frustrating-haul.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} Two years later, creditors approved a reorganization plan.{{Cite news |date=June 11, 1960 |title=Creditors Back Plan to Revamp Hudson and Manhattan Railroad |language=en-US |work=The New York Times |url=https://www.nytimes.com/1960/06/11/archives/creditors-back-plan-to-revamp-hudson-and-manhattan-railroad.html |access-date=May 1, 2017 |issn=0362-4331}} During this time, H&M workers went on strike twice over wages: for two days in 1953,{{Cite news |last=Raskin |first=A. H. |date=May 13, 1953 |title=Tube Strike Ends With Pay Accord |language=en-US |work=The New York Times |url=https://www.nytimes.com/1953/05/13/archives/tube-strike-ends-with-pay-accord-trains-run-again-full-agreement-on.html |access-date=April 30, 2018 |issn=0362-4331}} and for a month in 1957.{{Cite news |date=April 30, 1957 |title=Trains Run Again In Hudson Tubes |language=en-US |work=The New York Times |url=https://www.nytimes.com/1957/04/30/archives/trains-run-again-in-hudson-tubes-engineers-and-trainmen-go-back-to.html |access-date=April 30, 2018 |issn=0362-4331}}

{{clear left}}

File:PATH train at Penn Station Newark, NJ on September 2, 1966 (slide mount stamped Feb 1966) (26080894656).jpg

In the early 1960s, planning for the World Trade Center resulted in a compromise between the Port Authority and the state governments of New York and New Jersey. The Port Authority agreed to purchase and maintain the Tubes in return for the rights to build the World Trade Center on the footprint of H&M's Hudson Terminal, which was the Lower Manhattan terminus of the Tubes.{{Cite news |last=Grutzner |first=Charles |date=December 29, 1961 |title=Port Unit Backs Linking Of H.&M. And Other Lines |language=en-US |work=The New York Times |url=https://www.nytimes.com/1961/12/29/archives/port-unit-backs-linking-of-h-m-and-other-lines-favors-plan-for.html |access-date=May 1, 2017 |issn=0362-4331}} A formal agreement was made in January 1962;{{Cite news |last=Wright |first=George Cable |date=1962 |title=2 States Agree On Hudson Tubes And Trade Center |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/01/23/archives/2-states-agree-on-hudson-tubes-and-trade-center-new-york-and-jersey.html |access-date=April 30, 2018 |issn=0362-4331}} four months later, the Port Authority set up two wholly owned subsidiaries: the Port Authority Trans-Hudson Corporation (PATH) to operate the H&M lines, as well as another subsidiary to operate the World Trade Center. All of the Port Authority's operations would have been subjected to federal Interstate Commerce Commission rules if it ran the trains directly, but with the creation of the PATH Corporation, only the subsidiary's operations would be federally regulated.{{Cite news |last=Stengren |first=Bernard |date=April 2, 1962 |title=Port Unit Sets Up Section For H.&M. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/04/02/archives/port-unit-sets-up-section-for-h-m-plans-corporation-to-run.html |access-date=April 30, 2018 |issn=0362-4331}}

In September, the Port Authority formally took over the H&M Railroad and the Tubes, rebranding the system as Port Authority Trans-Hudson (PATH).{{Rp|58}}{{Cite news |last=Wright |first=George Cable |date=January 23, 1962 |title=2 States Agree On Hudson Tubes And Trade Center |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/01/23/archives/2-states-agree-on-hudson-tubes-and-trade-center-new-york-and-jersey.html |access-date=May 1, 2017 |issn=0362-4331}} Upon taking over the H&M, the PANYNJ spent $70 million to modernize the system's infrastructure (${{Format price|{{Inflation|US|70000000|1967}}}} in {{Inflation/year|US}}).{{Cite news |date=September 4, 1967 |title=Authority Trains Winning Plaudits |language=en-US |work=The New York Times |url=https://www.nytimes.com/1967/09/04/archives/authority-trains-winning-plaudits-riders-and-employes-seem-pleased.html |access-date=September 4, 2019 |issn=0362-4331}} The PANYNJ also repainted H&M stations into the new PATH livery.{{Cite news |date=June 15, 1962 |title=Port Unit to Paint Stations of H. & M. On Taking Control |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1967/09/04/82602997.html?pageNumber=16 |access-date=April 30, 2018 |issn=0362-4331}} In 1964, the authority ordered 162 PA1 railway cars to replace the H&M rolling stock, much of which dated to 1909.{{Cite news |date=1964 |title=162 Cars Ordered for Hudson Tubes |language=en-US |work=The New York Times |url=https://www.nytimes.com/1964/01/18/162-cars-ordered-for-hudson-tubes.html |access-date=April 30, 2018 |issn=0362-4331}} The first PA1 cars were delivered in 1965. Subsequently, the agency ordered 44 PA2 cars in 1967 and 46 PA3 cars in 1972.

As part of the World Trade Center's construction, the Port Authority decided to demolish Hudson Terminal and construct a new World Trade Center Terminal. Groundbreaking took place in 1966.{{Cite magazine |last=Iglauer |first=Edith |date=November 4, 1972 |title=The Biggest Foundation |magazine=The New Yorker}} During excavation and construction, the original Downtown Hudson Tubes remained in service as elevated tunnels.{{Cite news |last=Carroll |first=Maurice |date=December 30, 1968 |title=A Section of the Hudson Tubes Is Turned Into Elevated Tunnel |language=en-US |work=The New York Times |url=https://www.nytimes.com/1968/12/30/archives/a-section-of-the-hudson-tubes-is-turned-into-elevated-tunnel.html |access-date=April 9, 2018 |issn=0362-4331}} The new terminal, west of the Hudson Terminal, opened in 1971.{{Cite news |last=Burks |first=Edward C. |date=July 7, 1971 |title=New PATH Station Opens Downtown |page=74 |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1971/07/07/79675663.pdf |access-date=May 30, 2010}} It cost $35 million to build, and saw 85,000 daily passengers at the time of its opening.{{Cite news |date=July 1, 1971 |title=Air-Cooled PATH Terminal in World Trade Center Opens Tuesday |page=94 |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1971/07/01/79673188.pdf |access-date=May 30, 2010}} Hudson Terminal was then shut down.

The Journal Square Transportation Center opened in 1973, consolidating operations in the 10-story building that is part of the complex.{{cite news |last = Burks |first = Edward C. |title = Jersey City Path Terminal to Open |newspaper = The New York Times |date = October 14, 1973 |url = https://timesmachine.nytimes.com/timesmachine/1973/10/14/119455493.pdf?pdf_redirect=true&ip=0 |accessdate = November 14, 2022 }}

File:PATH arriving at Harrison, NJ on July 4, 1969 (25502084904).jpg

In January 1973, the Port Authority released plans to double the route mileage of the PATH system{{Cite web |last=Prial |first=Frank J. |date=January 15, 1973 |title=PATH Aims to Grow into New Commuter Line |url=https://www.nytimes.com/1973/01/15/archives/path-aims-to-grow-into-new-commuter-line-path-is-planning-to-expand.html |access-date=May 1, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} with an extension from Newark Penn Station to Plainfield, New Jersey. A stop at Elizabeth would allow PATH to serve Newark Airport, where passengers could transfer to a people mover serving the terminals.{{Cite news |last=Burks |first=Edward C. |date=September 30, 1973 |title=PATH Is Changing Link to Airport |language=en-US |work=The New York Times |url=https://www.nytimes.com/1973/09/30/archives/path-is-changing-link-to-airport-plan-for-airport-pa-th-changing-pa.html |access-date=September 28, 2017 |issn=0362-4331}} Preliminary studies of the right-of-way, as well as a design contract, were conducted that year.{{Cite news |last=Burks |first=Edward C. |date=July 8, 1973 |title=First Step Taken on a Rail Link to Newark Airport |language=en-US |work=The New York Times |url=https://www.nytimes.com/1973/07/08/archives/first-step-taken-on-a-rail-link-to-newark-airport-contract-awarded.html |access-date=September 28, 2017 |issn=0362-4331}} The extension was approved in 1975.{{Cite news |last=Sullivan |first=Ronald |date=February 11, 1975 |title=A PATH Extension Ordered By Byrne |language=en-US |work=The New York Times |url=https://www.nytimes.com/1975/02/11/archives/a-path-extension-ordered-by-byrne-port-unit-told-to-proceed-with.html |access-date=September 28, 2017 |issn=0362-4331}} The Federal Urban Mass Transit Administration was less enthusiastic about the extension's efficacy and reluctant to give the Port Authority the $322 million it had requested for the project, about 80% of the projected cost.{{Cite news |last=Burks |first=Edward C. |date=May 18, 1975 |title=U.S. Cool To PATH Plainfield Extension |language=en-US |work=The New York Times |url=https://www.nytimes.com/1975/05/18/archives/us-cool-to-path-plainfield-extension-us-cool-to-path-proposal.html |access-date=September 28, 2017 |issn=0362-4331}} Eventually, the administration agreed to back it,{{Cite news |last=Burks |first=Edward C. |date=September 24, 1976 |title=U.S. Ready to Back Extension of PATH |language=en-US |work=The New York Times |url=https://www.nytimes.com/1976/09/24/archives/us-ready-to-back-extension-of-path-us-set-to-back-path-extension.html |access-date=September 28, 2017 |issn=0362-4331}} but in 1977, the U.S. Supreme Court ruled that the two state legislatures had violated the U.S. Constitution's Contract Clause by repealing a covenant in the 1962 bond agreements in order to make the extension possible.United States Trust Company of New York v. New Jersey, {{ussc|431|1|1977}}{{Cite news |last=Sullivan |first=Ronald |date=May 8, 1977 |title=High Court Snags New PATH Link |language=en-US |work=The New York Times |url=https://www.nytimes.com/1977/05/08/archives/high-court-snags-new-path-link-high-court-snags-planned-path-link.html |access-date=September 28, 2017 |issn=0362-4331}} In June 1978, the extension, by then estimated to cost $600 million (${{Format price|{{Inflation|US|600000000|1978}}}} in {{Inflation/year|US}}), was canceled in favor of improving bus service in New Jersey.{{Cite news |date=June 2, 1978 |title=Byrne Drops Plan For Rail Extension |language=en-US |work=The New York Times |url=https://www.nytimes.com/1978/06/02/archives/new-jersey-pages-byrne-drops-plan-for-rail-extension-gives-up.html |access-date=September 28, 2017 |issn=0362-4331}}

Labor problems also beset PATH during this time. After a January 1973 strike over salary increases was averted,{{Cite news |last=Fowler |first=Glenn |date=January 3, 1973 |title=Nixon Averts a PATH Strike By Creating Emergency Panel |language=en-US |work=The New York Times |url=https://www.nytimes.com/1973/01/03/archives/nixon-averts-a-path-strike-by-creating-emergency-panel.html |access-date=May 1, 2018 |issn=0362-4331}} talks failed and workers walked out in April.{{Cite news |date=April 2, 1973 |title=Full Impact of the Strike Against PATH Expected to Affect Commuters Today |language=en-US |work=The New York Times |url=https://www.nytimes.com/1973/04/02/archives/full-impact-of-the-strike-against-path-expected-to-affect-commuters.html |access-date=May 1, 2018 |issn=0362-4331}}{{Cite web |last=Malanga |first=Steven |date=April 5, 2016 |title=Bloated, Broke, and Bullied |url=http://www.city-journal.org/html/bloated-broke-and-bullied-14329.html |access-date=April 6, 2017 |website=city–journal.org |publisher=New Jersey On-Line}} A month into the strike, negotiations broke down again;{{Cite news |last=Stetson |first=Damon |date=May 1, 1973 |title=Walkout At PATH Enters 2d Month |language=en-US |work=The New York Times |url=https://www.nytimes.com/1973/05/01/archives/walkout-atpath-enters-2d-month-no-new-talks-are-slated-federal.html |access-date=May 1, 2018 |issn=0362-4331}} the union returned to work in June.{{Cite news |date=June 3, 1973 |title=Contract Ratified, PATH Strike By Carmen Ends After 63 Days |language=en-US |work=The New York Times |url=https://www.nytimes.com/1973/06/03/archives/contract-ratified-pa-th-strike-by-carmen-ends-a-after-63-days.html |access-date=May 1, 2018 |issn=0362-4331}}

The 1980 New York City transit strike suspended service on the New York City Transit Authority (NYCTA)'s bus and subway routes for 10 days. A special PATH route ran from 33rd Street to World Trade Center via Midtown Manhattan, Pavonia–Newport, and Exchange Place during the NYCTA strike.{{Cite news |last=Hanley |first=Robert |date=April 4, 1980 |title=Thousands Find a Way Downtown Via the PATH Route to Jersey |language=en-US |work=The New York Times |url=https://www.nytimes.com/1980/04/04/archives/thousands-find-a-way-downtown-via-the-path-route-to-jersey-a-great.html |access-date=May 1, 2018 |issn=0362-4331}} PATH motormen also threatened to go on strike during this time for different reasons. The special service was suspended in April after some workers refused overtime.{{Cite news |date=April 9, 1980 |title=PATH is back, at least for now |pages=4 |work=Yonkers Herald Statesman |url=http://fultonhistory.com/Newspaper%2010/Yonkers%20NY%20Herald%20Statesman/Yonkers%20NY%20Herald%20Statesman%201972%20Grayscale/Yonkers%20NY%20Herald%20Statesman%201972%20Grayscale%20-%206095.pdf |access-date=June 15, 2018 |via=Fultonhistory.com}}

In June 1980, PATH workers again went on strike for higher pay, their first such action since 1973.{{Cite news |last=Andelman |first=David A. |date=June 12, 1980 |title=PATH Is Struck After Talks Fail |language=en-US |work=The New York Times |url=https://www.nytimes.com/1980/06/12/archives/path-is-struck-after-talks-fail-path-line-is-struck-after-talks.html |access-date=June 15, 2018 |issn=0362-4331}} During the strike, moisture built up in the tunnels and rust accumulated on the tracks; pumps in the underwater tunnels remained in operation, preventing the tubes from flooding.{{Cite news |last=Herman |first=Robin |date=September 1, 1980 |title=PATH Trains, Idle 81 Days in Strike, Rolling Again |language=en-US |work=The New York Times |url=https://www.nytimes.com/1980/09/01/archives/path-trains-idle-81-days-in-strike-rolling-again-electrical-gear.html |access-date=June 15, 2018 |issn=0362-4331}} Alternative service across the Hudson River was provided by "inadequate" shuttle buses through the Holland Tunnel.{{Cite web |last=Hanley |first=Robert |date=July 1, 1980 |title=Shuttle Bus a Poor Alternative To Commuters in PATH Strike; Hoboken Fires Delay Buses |url=https://www.nytimes.com/1980/07/01/archives/shuttle-bus-a-poor-alternative-to-commuters-in-path-strike-hoboken.html |access-date=June 15, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} The 81-day strike was the longest in PATH's history.{{Cite news |last=Associated Press |date=August 28, 1980 |title=Tentative settlement reached on PATH strike |pages=1 |work=Nyack Journal News |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FNyack%2520NY%2520Journal%2520News%2FNyack%2520NY%2520Journal%2520News%25201980%2FNyack%2520NY%2520Journal%2520News%25201980%252006214_1.pdf |access-date=June 15, 2018 |via=Fultonhistory.com}}

Substantial growth in PATH ridership during the 1980s required expansion and improvement of the railroad's infrastructure. The Port Authority announced a plan in 1988 that would allow stations on the Newark–WTC line to accommodate longer eight-car trains while seven-car trains could operate between Journal Square and 33rd Street.{{Cite news |last=Wilson |first=Joyce Wells |date=April 1988 |title=No Free Rides Business |publisher=Journal of New Jersey}} Two years later, it announced a $1 billion plan to renovate the PATH stations and add new cars.{{Cite news |last=Yarrow |first=Andrew L. |date=August 12, 1990 |title=Port Authority Plans Outlined |language=en-US |work=The New York Times |url=https://www.nytimes.com/1990/08/12/nyregion/port-authority-plans-outlined.html |access-date=June 12, 2018 |issn=0362-4331}} Video monitors were installed in stations to make money from advertising.{{Cite news |date=January 1, 1990 |title=The Media Business: TV Ads Are Spreading To Subways and Malls |language=en-US |work=The New York Times |url=https://www.nytimes.com/1990/01/01/business/the-media-business-tv-ads-are-spreading-to-subways-and-malls.html |access-date=June 12, 2018 |issn=0362-4331}} PATH also sought a fare hike, even though that would reduce its per passenger subsidy, to reduce its $135 million annual deficit.{{Cite news |last=Levine |first=Richard |date=February 3, 1991 |title=As Economy Changes, the Port Authority Must Overcome Its Own Image |language=en-US |work=The New York Times |url=https://www.nytimes.com/1991/02/03/nyregion/as-economy-changes-the-port-authority-must-overcome-its-own-image.html |access-date=June 12, 2018 |issn=0362-4331}} By 1992, the Port Authority had spent $900 million on infrastructure improvements, including repairing tracks, modernizing communications and signaling, replacing ventilation equipment, and installing elevators at seven stations per the Americans with Disabilities Act of 1990 (ADA).{{Cite news |last=Romano |first=Jay |date=March 15, 1992 |title=For PATH, On-Time Record of 90 Percent |language=en-US |work=The New York Times |url=https://www.nytimes.com/1992/03/15/nyregion/for-path-on-time-record-of-90-percent.html |access-date=June 12, 2018 |issn=0362-4331}}

A $225 million car maintenance facility was opened in Harrison in 1990. It replaced PATH's old Henderson Street Yard—a below-grade, open-air train storage yard at the northeast corner of Marin Boulevard and Christopher Columbus Drive just east of the Grove Street station.{{Cite web |last=Darlington |first=Peggy |date=2012 |title=PATH Port Authority Trans-Hudson |url=http://www.nycsubway.org/wiki/PATH_Port_Authority_Trans-Hudson |access-date=April 6, 2017 |website=nycsubway.org}}

High tides from the December 1992 nor'easter flooded the PATH tunnels, including a {{convert|2500|-|3000|ft|m|adj=on}} section between Hoboken and Pavonia. Most trains were stopped before reaching the floods, but one became stalled near Hoboken Terminal.{{Cite web |last=Peterson |first=Iver |date=December 20, 1992 |title=PATH Takes Lesson From Storm's Close Calls |url=https://www.nytimes.com/1992/12/20/nyregion/path-takes-lesson-from-storm-s-close-calls.html |access-date=June 16, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} Some water pumps within the system were overwhelmed. The Newark–World Trade Center service was not disrupted afterwards, but the Journal Square–33rd Street service was slowed because several spots along the route needed to be pumped out. Service to Hoboken was suspended for 10 days, the longest disruption since the summer 1980 strike.{{Cite news |last=Peterson |first=Iver |date=December 22, 1992 |title=PATH Back In Operation After Repairs |language=en-US |work=The New York Times |url=https://query.nytimes.com/gst/fullpage.html?res=9E0CEEDD1F3DF931A15751C1A964958260 |issn=0362-4331}}

A section of ceiling in the World Trade Center PATH station collapsed and trapped dozens during the 1993 World Trade Center bombing;{{Cite news |last=McFadden |first=Robert D. |date=February 27, 1993 |title=Blast Hits Trade Center, Bomb Suspected; 5 Killed, Thousands Flee Smoke In Towers |language=en-US |work=The New York Times |url=https://query.nytimes.com/gst/fullpage.html?res=9F0CE3DB103AF934A15751C0A965958260 |issn=0362-4331}}{{Cite news |date=February 27, 1993 |title=Trade Center blast blamed on bomb |pages=1 |work=Greenfield Recorder |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FGreenfield%2520MA%2520Recorder%2FGreenfield%2520MA%2520Recorder%25201993%2FGreenfield%2520MA%2520Recorder%25201993%2520-%25201123.pdf |access-date=June 15, 2018 |via=Fultonhistory.com}} the station itself did not suffer any structural damage.{{Cite news |last=Newkirk |first=Pamela |date=February 28, 1993 |title=Now, the Cleanup, Work begins assessing the damage |work=Newsday |location=New York}} Within three days, PATH service to the station resumed.{{Cite news |last=Marks |first=Peter |date=March 1, 1993 |title=PATH and Subway Service Is Being Restored |language=en-US |work=The New York Times |url=https://query.nytimes.com/gst/fullpage.html?res=9F0CE7DC133AF932A35750C0A965958260 |issn=0362-4331}}

In the summer of 1993, the Port Authority banned tobacco advertisements in all trains and stations. A new wash for cars opened in mid-September 1993 in Jersey City, replacing the one at the 33rd Street terminal.{{Cite journal |last=Roberts |first=Donald |date=September 1993 |title=New Wash for PATH Cars |journal=Pathways |publisher=Port Authority Trans-Hudson Corporation |volume=25 |issue=3 |pages=1–3}} In April 1994, an ADA-compliant entrance to the Exchange Place station was opened.{{Cite journal |date=April 1994 |title=New Exchange Place Entrance Improves Access to Station |journal=Pathways |publisher=Port Authority Trans-Hudson Corporation |volume=26 |issue=1 |pages=1}} Two years later, three trains began running express on the Newark–World Trade Center service for six months, cutting running time by 3{{frac|1|2}} minutes.{{Cite news |last=Pristin |first=Terry |date=April 30, 1996 |title=New Jersey Daily Briefing: Express PATH Service Begins |language=en-US |work=The New York Times |url=https://www.nytimes.com/1996/04/30/nyregion/new-jersey-daily-briefing-express-path-service-begins.html |access-date=January 4, 2018 |issn=0362-4331}} Weekend Hoboken–World Trade Center service began in October 1996 on a six-month trial basis, and the express Newark–World Trade Center service was made permanent on the same day.{{Cite news |last=Pristin |first=Terry |date=October 25, 1996 |title=PATH Trains Streamlined |language=en-US |work=The New York Times |url=https://www.nytimes.com/1996/10/25/nyregion/path-trains-streamlined.html |access-date=January 4, 2018 |issn=0362-4331}}{{Cite journal |date=October 1996 |title=Hoboken – WTC Weekend Direct Service Begins October 27 |journal=Pathways |publisher=Port Authority Trans-Hudson Corporation |volume=28 |issue=2 |pages=1, 3}}

{{Stack|float=right|

File:World-trade-center-station.jpg

File:WTC First Post 9-11 PATH Train.jpg

}}

The World Trade Center station in Lower Manhattan, under the World Trade Center, one of PATH's two New York terminals, was destroyed during the September 11 attacks, when the Twin Towers above it collapsed. Just prior to the collapse, the station was closed and all passengers evacuated.{{Rp|107}} Service to Lower Manhattan was suspended indefinitely.{{Cite news |date=September 12, 2001 |title=A Day Of Terror: Schedules: Disruptions and Closings Are Expected to Continue |language=en-US |work=The New York Times |url=https://www.nytimes.com/2001/09/12/us/a-day-of-terror-schedules-disruptions-and-closings-are-expected-to-continue.html |access-date=June 16, 2018 |issn=0362-4331}} Exchange Place, the next-to-last station before World Trade Center, had to be closed as well because trains could not turn around there;{{Cite web |title=Downtown Restoration Program – The Port Authority Of NY&NJ |url=http://www.panynj.gov/drp/wtcpath/pathinfo.php |url-status=dead |archive-url=https://web.archive.org/web/20090111002148/http://www.panynj.gov/drp/wtcpath/pathinfo.php |archive-date=January 11, 2009 |access-date=October 22, 2014}} it had also suffered severe water damage. A temporary PATH terminal at the World Trade Center was approved in December 2001 and projected to open in two years.{{Cite news |last=Smothers |first=Ronald |date=December 14, 2001 |title=Port Authority Approves New PATH Station for Lower Manhattan |language=en-US |work=The New York Times |url=https://www.nytimes.com/2001/12/14/nyregion/port-authority-approves-new-path-station-for-lower-manhattan.html |access-date=June 11, 2018 |issn=0362-4331}} Shortly after the attacks, the Port Authority started operating two uptown services: Newark–33rd Street and Hoboken–33rd Street,{{Cite web |date=September 11, 2001 |title=PATH will be running two services: Hoboken to 33rd Street; and Newark to 33rd Street |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=97 |access-date=June 10, 2018 |website=panynj.gov |publisher=Port Authority of New York and New Jersey |archive-date=June 12, 2018 |archive-url=https://web.archive.org/web/20180612144128/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=97 |url-status=dead }}{{Cite web |date=December 14, 2001 |title=PATH – A Subsidiary of The Port Authority of NY & NJ |url=http://www.panynj.gov:80/path/pathmaplinks2.html |url-status=dead |archive-url=https://web.archive.org/web/20011214024913/http://www.panynj.gov/path/pathmaplinks2.html |archive-date=December 14, 2001 |access-date=June 11, 2018 |website=panynj.gov}} and one intrastate New Jersey service, Hoboken–Journal Square.{{Cite web |date=September 12, 2001 |title=PATH Service Schedule for Thursday, 9/13/01 beginning at 6:00 a.m. |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=99 |url-status=dead |archive-url=https://web.archive.org/web/20180612144038/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=99 |archive-date=June 12, 2018 |access-date=June 10, 2018 |website=panynj.gov |publisher=Port Authority of New York and New Jersey}} A single nighttime service was instituted: Newark–33rd Street (via Hoboken).

In the meantime, modifications were made to a stub end tunnel to allow trains from Newark to reach the Hoboken-bound tunnel and vice versa. The modifications required PATH to bore through the bedrock between the stub tunnel and the Newark tunnels. The stub, the "Penn Pocket", had been built to take PRR commuters from Harborside Terminal on short turn World Trade Center to Exchange Place runs.{{Cite book |last=Bye |first=Patricia |url=https://books.google.com/books?id=fdlAJ1KZyBIC&pg=SL2-PA7 |title=A Pre-event Recovery Planning Guide for Transportation |publisher=Transportation Research Board |year=2013 |isbn=978-0-309-28338-0 |series=NCHRP report |page=B7 |access-date=June 11, 2018}} The new Exchange Place station opened in June 2003.{{Cite news |last=Weiser |first=Benjamin |date=June 29, 2003 |title=Closed Since 9/11, a PATH Station Is Set to Reopen Today |language=en-US |work=The New York Times |url=https://www.nytimes.com/2003/06/29/nyregion/closed-since-9-11-a-path-station-is-set-to-reopen-today.html |access-date=January 4, 2018 |issn=0362-4331}} Because of the original alignment of the tracks, trains to or from Hoboken used separate tunnels from the Newark service. Eastbound trains from Newark crossed over to the westbound track just west of Exchange Place, where they reversed direction and used a crossover switch to go to Hoboken. Eastbound trains from Hoboken entered on the eastbound track at Exchange Place, then reversing direction and used the same crossover switch to get on the westbound track to Newark before entering Grove Street.{{Rp|108}}

PATH service to Lower Manhattan was restored when a new, $323 million second station opened in November 2003; the inaugural train was the same one that had been used for the evacuation.{{Rp|108–110}} The second, temporary station contained portions of the original station, but did not have heating or air conditioning. The temporary entrance was closed in July 2007, then demolished to make way for the third, permanent station; around the same time, the Church Street entrance opened.{{Cite web |date=June 29, 2007 |title=The path to a new PATH |url=http://www.downtownexpress.com/de_216/thepathtoanew.html |url-status=dead |archive-url=https://web.archive.org/web/20070709093730/http://www.downtownexpress.com/de_216/thepathtoanew.html |archive-date=July 9, 2007 |access-date=July 10, 2007 |website=downtownexpress.com |publisher=Community Media}} A new entrance on Vesey Street opened in March 2008; the Church entrance was demolished.{{Cite news |last=Dunlap |first=David W. |date=April 1, 2008 |title=A New Twist at the PATH Station |work=The New York Times |url=http://cityroom.blogs.nytimes.com/2008/04/01/a-new-twist-at-the-path-station/ |access-date=December 13, 2016}}

File:WTC Hub April 2016 vc.jpg in April 2016]]

The construction of the permanent four-platform World Trade Center Transportation Hub started in July 2008, when the first prefabricated "ribs" for the pedestrian walkway under Fulton Street were installed.{{Cite news |last=Dunlap |first=David W. |date=July 11, 2008 |title=Among the Hard Angles, a Few New Curves |work=The New York Times |url=http://cityroom.blogs.nytimes.com/2008/07/11/among-the-hard-angles-a-few-new-curves/ |access-date=July 13, 2008}} Platform A, the first part of the permanent station, opened in February 2014, serving Hoboken-bound riders.{{Cite web |date=February 25, 2014 |title=Imperfect already? |url=http://cityroom.blogs.nytimes.com/2014/02/25/imperfect-already/ |access-date=December 29, 2017 |website=City Blog |publisher=The New York Times |language=en-US |issn=0362-4331}} Platform B and the remaining half of Platform A opened in May 2015.{{Cite web |last=Rivoli |first=Dan |date=May 7, 2015 |title='Awesome' new PATH station at World Trade Center opens Thursday |url=http://www.amny.com/transit/world-trade-center-path-station-opens-thursday-1.10401456 |access-date=May 7, 2015 |website=AM New York}}{{Cite web |date=September 8, 2016 |title=Timeline of the Rebuilding Effort |url=http://www.panynj.gov/wtcprogress/timeline-rebuilding-effort.html |access-date=December 19, 2016 |website=World Trade Center |archive-date=December 18, 2016 |archive-url=https://web.archive.org/web/20161218184431/http://www.panynj.gov/wtcprogress/timeline-rebuilding-effort.html |url-status=dead }} The hub formally opened in March 2016 with part of the headhouse.{{Cite web |last=Lorenzetti |first=Laura |date=March 3, 2016 |title=The World's Most Expensive Train Station Opens Today |url=http://fortune.com/2016/03/03/most-expensive-train-station/ |access-date=December 20, 2016 |website=Fortune}}{{Cite web |last=Verrill |first=Courtney |date=March 4, 2016 |title=New York City's $4 billion World Trade Center Transportation Hub is finally open to the public |url=http://www.businessinsider.com/the-new-world-center-transportation-hub-2016-3 |access-date=December 20, 2016 |website=Business Insider}}{{Cite web |date=January 19, 2016 |title=Port Authority Announces Opening of World Trade Center Transportation Hub |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=2353 |url-status=dead |archive-url=https://web.archive.org/web/20160203034610/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=2353 |archive-date=February 3, 2016 |access-date=January 29, 2016 |website=Port Authority of New York and New Jersey}} Platforms C and D, the last two, were opened that September.{{Cite web |last=Higgs |first=Larry |date=May 26, 2016 |title=New platforms, bathrooms open at $4B WTC transit hub |url=http://www.nj.com/traffic/index.ssf/2016/09/new_platforms_bathrooms_open_at_4b_wtc_transit_hub.html |access-date=December 19, 2016 |website=NJ.com}}

In the early morning hours of October 29, 2012, all PATH service was suspended in advance of Hurricane Sandy. The following day, New Jersey Governor Chris Christie announced that PATH service would be out for 7–10 days due to the storm damage. Storm surge from the hurricane caused significant flooding to the Hoboken and Jersey City stations, as well as at the World Trade Center.{{Cite web |last=Associated Press |date=November 1, 2012 |title=Christie: PATH trains out at least 7–10 days |url=http://online.wsj.com/article/APda7e4850e4484e0ca3d94672397fcc38.html |url-status=dead |archive-url=https://web.archive.org/web/20121101111212/http://online.wsj.com/article/APda7e4850e4484e0ca3d94672397fcc38.html |archive-date=November 1, 2012 |access-date=June 13, 2018 |website=online.wsj.com}} An image captured by a PATH security camera showing water flowing into Hoboken during the storm went viral online and became one of several representative images of the hurricane.{{Cite web |last=Goldman |first=Russell |title=Hurricane Sandy: Live Updates |url=https://abcnews.go.com/blogs/headlines/2012/10/hurricane-sandy-live-updates/ |access-date=November 18, 2012 |website=ABC News |publisher=American Broadcasting Company}} The first PATH trains after the hurricane were the Journal Square–33rd Street service, which resumed on November 6 and ran only in daytime.{{Cite web |date=November 6, 2012 |title=Limited PATH Service Resumes Between Journal Square And Manhattan |url=http://newyork.cbslocal.com/2012/11/06/limited-path-service-resumes-between-journal-square-and-manhattan/ |access-date=April 30, 2018 |website=CBS New York}} Service was extended west to Harrison and Newark on November 12, in place of the Newark–World Trade Center service. Christopher Street and Ninth Street were reopened during the weekend of November 17–18, but remained closed for five days afterward.{{Cite press release |title=Statement Of PATH Engineers And Transit Expert On The Resumption Of PATH Service From Newark To 33rd Street Beginning Monday, November 12, 2012 |date=November 11, 2012 |publisher=Port Authority of New York & New Jersey |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1703 |access-date=April 30, 2018 |archive-date=May 15, 2021 |archive-url=https://web.archive.org/web/20210515181031/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1703 |url-status=dead }} Normal weekday service on the Newark–World Trade Center and Journal Square–33rd Street lines resumed on November 26. On weekends, trains operated using the Newark–33rd Street service pattern.{{Cite web |title=Maps & Schedule: PATH Partial Service Restoration |url=http://www.panynj.gov/path/maps-schedules.html |url-status=dead |archive-url=https://web.archive.org/web/20121203072937/http://www.panynj.gov/path/maps-schedules.html |archive-date=December 3, 2012 |access-date=November 18, 2012 |website=PATH website |publisher=The Port Authority of New York & New Jersey}}

The PATH station at Hoboken Terminal suffered major damage after floodwaters as high as {{convert|8|ft|m|spell=in}} submerged the tunnels; it was closed for several weeks for $300 million worth of repairs.{{Cite web |last=Boburg |first=Shawn |date=November 27, 2012 |title=PATH train repairs to cost $300M, with Hoboken station staying closed 'for weeks' |url=http://www.northjersey.com/news/Hoboken_PATH_station_weeks_from_reopening.html |archive-url=https://web.archive.org/web/20121130232610/http://www.northjersey.com/news/Hoboken_PATH_station_weeks_from_reopening.html |archive-date=November 30, 2012 |access-date=October 2, 2013 |publisher=NorthJersey.com}} The Newark–33rd Street route was suspended for two weekends in mid-December, with the Newark–World Trade Center running in its place, in order to expedite the return of Hoboken service.{{Cite press release |title=Port Authority to Take Measures to Speed the Return of Service to Hoboken |publisher=The Port Authority of New York & New Jersey |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1719 |access-date=December 14, 2012 |archive-date=September 26, 2019 |archive-url=https://web.archive.org/web/20190926023649/http://www.panynj.gov/press-room/press-item.cfm%3FheadLine_id%3D1719 |url-status=dead }} Hoboken Terminal reopened in December for weekday daytime Hoboken–33rd Street service,{{Cite news |last=Hack |first=Charles |date=December 19, 2012 |title=Hoboken commuters' verdict: reopened PATH train service was 'flawless' |work=The Jersey Journal |url=http://www.nj.com/hobokennow/index.ssf/2012/12/hoboken_commuters_verdict_path.html |access-date=December 20, 2012}} followed by the resumption of weekday 24-hour PATH service in early 2013.{{Cite press release |title=PATH Trains to Resume 24-Hour Service Tonight |date=January 9, 2013 |publisher=The Port Authority of New York & New Jersey |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1737 |access-date=February 11, 2013 |archive-date=May 1, 2013 |archive-url=https://web.archive.org/web/20130501082356/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1737 |url-status=dead }} The Hoboken–World Trade Center trains resumed in late January, and all normal service was restored by March.{{Cite press release |title=Governors Christie and Cuomo Announce Full Restoration of PATH Service Between Hoboken and World Trade Center |date=January 29, 2013 |publisher=The Port Authority of New York & New Jersey |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1746 |access-date=February 11, 2013 |archive-date=May 15, 2021 |archive-url=https://web.archive.org/web/20210515014413/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1746 |url-status=dead }}{{Cite web |last=Ferrer |first=Ana M. |date=January 10, 2013 |title=24-hour PATH service to 33rd St. restored for Jersey City, Hoboken, Newark riders |url=http://www.nj.com/jjournal-news/index.ssf/2013/01/24-hour_path_service_to_33rd_s.html |access-date=June 13, 2018 |website=NJ.com}} The Downtown Hudson Tubes were severely damaged by Sandy. As a result, to accommodate repairs, service on the Newark–World Trade Center line between Exchange Place and World Trade Center was to be suspended during almost all weekends, except for holidays, in 2019 and 2020.{{Cite news |last=Walker |first=Ameena |date=December 5, 2018 |title=World Trade Center's PATH station will close for 45 weekends for repairs |work=Curbed |url=https://ny.curbed.com/2018/12/5/18127560/world-trade-center-path-station-weekend-closures |access-date=January 3, 2019}} However, weekend service was restored in June 2020, six months ahead of schedule.{{Cite web |date=June 5, 2020 |title=SIX MONTHS AHEAD OF SCHEDULE, PATH WTC STATION REOPENS ON WEEKENDS FOLLOWING EXTENSIVE TUNNEL REPAIRS NECESSITATED BY SUPERSTORM SANDY |url=https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2020-press-releases/six-months-ahead-of-schedule--path-wtc-station-reopens-on-weeken.html |publisher=Port Authority of New York and New Jersey}}

The Port Authority began rebuilding the Harrison station in 2009.{{Cite press release |title=Governor Christie And The Port Authority Mark Ongoing Work On New $256 Million Harrison PATH Rail Station |date=August 16, 2013 |publisher=Port Authority of NY & NJ |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1819 |access-date=January 13, 2017 |website=www.panynj.gov |archive-date=February 23, 2017 |archive-url=https://web.archive.org/web/20170223002316/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1819 |url-status=dead }} It has longer and wider platforms to allow 10-car trains; street-level-to-platform elevators within the platform extensions, in compliance with the ADA, and architectural modifications.{{Cite news |last=Duger |first=Rose |date=March 12, 2009 |title=Harrison unveils $75M PATH renovation plan |work=The Jersey Journal |url=http://www.nj.com/kearnyjournal/index.ssf?/base/news-2/1236839205109830.xml&coll=3 |access-date=December 18, 2011 |archive-date=June 29, 2011 |archive-url=https://web.archive.org/web/20110629200935/http://www.nj.com/kearnyjournal/index.ssf?/base/news-2/1236839205109830.xml&coll=3 |url-status=dead }} The westbound platform of the new Harrison station opened to the public in October 2018{{Cite web |date=October 30, 2018 |title=New Harrison PATH station opens |url=http://newjersey.news12.com/story/39383332/new-harrison-path-station-opens |access-date=October 31, 2018 |website=News 12 New Jersey}}{{Cite web |last=Higgs |first=Larry |date=October 31, 2018 |title=The newest PATH station cost $256M to build. Here's what it offers. |url=https://www.nj.com/traffic/index.ssf/2018/10/no_trick_here_are_the_treats_for_riders_in_paths_n.html |access-date=October 1, 2018 |website=NJ.com}} and the eastbound one the following June.{{Cite web |date=June 12, 2019 |title=Renovated Harrison PATH station set to open to the public |url=http://newjersey.news12.com/story/40642727/renovated-harrison-path-station-set-to-open-to-the-public |access-date=June 13, 2019 |website=News 12 New Jersey}}

In January 2010, Christopher O. Ward, as executive director, announced that PATH would be spending $321 million on communications-based train control (CBTC) with Siemens' Trainguard MT, upgrading its signal system for an increase in ridership.{{Cite news |date=January 19, 2010 |title=Siemens venture signs $321M PATH rail deal |work=Metro Magazine |url=http://www.metro-magazine.com/News/Story/2010/01/Siemens-venture-signs-321M-PATH-rail-deal.aspx |access-date=July 24, 2011}} CBTC would replace a four-decade old fixed-block signaling system. It would reduce the headway time between trains, allowing more to run during rush hours. At the same time, the entire PATH fleet was replaced with 340 CBTC-equipped PA5 cars, built by Kawasaki Railcar. The original contract was completed in 2011; additional cars were delivered in subsequent years. PATH's goal was to increase passenger capacity from 240,000 passengers a day to 290,000. The entire CBTC system was originally expected to become operational in 2017.{{Cite news |date=January 19, 2010 |title=PATH resignalling deal confirmed |work=Railway Gazette International |url=http://www.railwaygazette.com/news/single-view/view//path-resignalling-deal-confirmed.html |access-date=October 1, 2019 |archive-url=https://web.archive.org/web/20160503051311/http://www.railwaygazette.com/news/single-view/view//path-resignalling-deal-confirmed.html |archive-date=May 3, 2016}} The Port Authority also spent $659 million to upgrade 13 platforms on the Newark–World Trade Center line to accommodate 10-car trains; until then, the line could only run eight-car trains.

Along with CBTC, PATH began installing positive train control (PTC), another safety system, during the 2010s, per a Federal Railroad Administration (FRA) mandate that all American railroads have it by the end of 2018.{{Cite web |date=January 12, 2017 |title=PATH on track to finish positive train control installation by 2018 deadline |url=http://newjersey.news12.com/story/34867779/path-on-track-to-finish-positive-train-control-installation-by-2018-deadline |access-date=March 2, 2018 |website=News 12 New Jersey |archive-date=March 2, 2018 |archive-url=https://web.archive.org/web/20180302103830/http://newjersey.news12.com/story/34867779/path-on-track-to-finish-positive-train-control-installation-by-2018-deadline |url-status=dead }} The Newark–World Trade Center line west of Journal Square was converted to PTC in April 2018, followed by the segments of track east of Journal Square the following month. This caused delays across the entire system when train operators had to slow down and manually adjust their trains to switch between the two signaling systems. PTC was tested on the Uptown Hudson Tubes from July to October 2018, forcing weekend closures. PTC was finished in November 2018, a month ahead of schedule;{{Cite web |last=Berger |first=Paul |date=November 30, 2018 |title=PATH Train Completes Crucial Safety Upgrade Before Deadline |url=https://www.wsj.com/articles/path-train-completes-crucial-safety-upgrade-before-deadline-1543586400 |access-date=November 1, 2018 |website=Wall Street Journal}} and the entire system was converted by December.{{Cite web |last=Higgs |first=Larry |date=June 15, 2018 |title=Good news, PATH riders. Your month of misery, long delays may end Monday. Here's why. |url=http://www.nj.com/traffic/index.ssf/2018/06/monday_could_see_the_end_of_one_thing_causing_june.html |access-date=June 15, 2018 |website=NJ.com}}

The Port Authority also installed two amenities in all PATH stations. Cellphone service was added for all customers by early 2019.{{Cite web |last=Villanova |first=Patrick |date=November 6, 2018 |title=PATH introducing cellphone service to underground stations |url=https://www.nj.com/hudson/index.ssf/2018/11/path_introducing_cellphone_service_to_underground.html |access-date=November 12, 2018 |website=NJ.com}} Countdown clocks, displaying the time the next train arrives, were installed in all PATH stations that year.{{Cite web |last=Higgs |first=Larry |date=November 10, 2018 |title=PATH riders to lose weekend service on another line |url=https://www.nj.com/traffic/index.ssf/2018/11/oh_no_path_riders_will_lose_weekend_service_on_ano.html |access-date=November 12, 2018 |website=NJ.com}} Subsequently, in June 2019, the Port Authority released the PATH Improvement Plan, calling for over $1 billion in investments, including $80 million to extend Newark–World Trade Center line platforms, as well as funding for two ongoing projects: $752.6 million to complete the CBTC system by 2022 and $215.7 million on the new PA5 cars by 2022. The goal is to increase train frequencies on the Newark-World Trade Center line by 40 percent, and 20 percent on other lines, during rush hours.{{Cite web |date=June 20, 2019 |title=Port Authority announces plan to increase PATH capacity, reduce delays |url=https://abc7ny.com/5355269/ |access-date=June 21, 2019 |website=ABC7 New York}}{{Cite web |last=Higgs |first=Larry |date=June 20, 2019 |title=PATH will spend $1B to ease overcrowding, delays that mess up your commute |url=https://www.nj.com/traffic/2019/06/path-will-spend-1b-to-ease-overcrowding-delays-that-mess-up-your-commute.html |access-date=June 21, 2019 |website=nj.com}} Every train on the Newark–World Trade Center line would be nine cars long. In addition, the platform at Grove Street would be extended eastward, at the Marin Boulevard end of the station, and two additional cross-corridors would be added at Exchange Place. The Port Authority would also allocate funds to study the implementation of 10-car trains. In September 2019, service on the Newark–World Trade Center and Journal Square–33rd Street lines would be increased by 10 percent during rush hours, reducing the headway between trains from four minutes to three.

In 2019, the last year before the onset of the COVID-19 pandemic, the PATH carried an average of 284,000 people per day. The second quarter of 2020, which included the nadir of COVID-19 pandemic across the New York metropolitan area, was the worst quarter in PATH's history, with a $777 million decline in revenues throughout all of the PANYNJ's facility and a specific ridership decline of 94 percent on the PATH system.{{Cite press release |title=Port Authority Releases Six-month Financial Results: Covid-19 Related Volume Decline Causes Single Worst Quarter on RecorD |date=July 30, 2020 |publisher=The Port Authority of New York and New Jersey |location=New York |url=https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2020-press-releases/port-authority-releases-six-month-financial-results--covid-19-re.html |access-date=March 26, 2022 |url-status=live |archive-url=https://web.archive.org/web/20220326050627/https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2020-press-releases/port-authority-releases-six-month-financial-results--covid-19-re.html |archive-date=March 26, 2022 |author=}} Train service returned to 96 percent of 2019 levels in June 2020, yet ridership continued to lag far below pre-pandemic numbers, rebounding to only 60 percent of 2019 ridership by February 2022.{{Cite news |last=Higgs |first=Larry |date=June 12, 2020 |title=PATH service will soon return to near pre-coronavirus levels with safeguards |publisher=NJ.com |agency=NJ Advance Media |url=https://www.nj.com/coronavirus/2020/06/path-service-will-soon-return-to-near-pre-coronavirus-levels-with-safeguards.html |access-date=March 26, 2022 |archive-url=https://web.archive.org/web/20200613041102/https://www.nj.com/coronavirus/2020/06/path-service-will-soon-return-to-near-pre-coronavirus-levels-with-safeguards.html |archive-date=June 13, 2020}} Amid the spread of the Omicron variant, PANYNJ was projected to reach $3 billion in pandemic losses by March 2022.{{Cite news |last=Higgs |first=Larry |date=February 11, 2022 |title=NJ: Omicron hit the Port Authority so hard that 100 employees a day were quarantining |publisher=Mass Transit |agency=NJ Advance Media |url=https://www.masstransitmag.com/safety-security/news/21256451/nj-omicron-hit-the-port-authority-so-hard-that-100-employees-a-day-were-quarantining |access-date=March 26, 2022 |archive-url=https://web.archive.org/web/20220218100811/https://www.masstransitmag.com/safety-security/news/21256451/nj-omicron-hit-the-port-authority-so-hard-that-100-employees-a-day-were-quarantining |archive-date=February 18, 2022}} The platform-lengthening project was finished the same year.{{cite web | last=Higgs | first=Larry | title=Commuters will soon see results of $1B PATH improvement program that scored national award | website=nj | date=August 1, 2022 | url=https://www.nj.com/news/2022/08/commuters-will-soon-see-results-of-1b-path-improvement-program-that-scored-national-award.html | access-date=October 21, 2023}} In February 2023, it was announced that nine-car operation on the Newark–World Trade Center line would begin the next month;{{Cite news |last=Higgs |first=Larry |date=February 9, 2023 |title=Longer trains are coming. They'll reduce crowding on PATH. |work=nj.com |url=https://www.nj.com/news/2023/02/longer-trains-are-coming-theyll-reduce-crowding-on-path.html |access-date=February 10, 2023}} nine-car trains began operating on March 22, 2023.{{cite web |last=Higgs |first=Larry |date=March 22, 2023 |title=Commuters get relief as 9-car PATH trains debut on the Newark-World Trade Center line |url=https://www.nj.com/news/2023/03/commuters-get-relief-as-9-car-path-trains-debut-on-the-newark-world-trade-center-line.html |access-date=March 23, 2023 |website=nj}}

PANYNJ commissioners voted in late 2023 to spend $230 million replacing some wheel sets on the PA5 fleet and replacing tracks on the New Jersey side.{{cite web | last=Higgs | first=Larry | title=PATH will spend $230M to fix delay-causing track and train issues | website=nj | date=November 21, 2023 | url=https://www.nj.com/news/2023/11/path-will-spend-230m-to-fix-delay-causing-track-and-train-issues.html | access-date=November 23, 2023}}
{{cite web | title=Port Authority commissioners approve $230 million for PATH projects | website=Trains | date=November 22, 2023 | url=https://www.trains.com/trn/news-reviews/news-wire/port-authority-commissioners-approve-230-million-for-path-projects/ | access-date=November 23, 2023}} In 2024, the PANYNJ announced that it would spend $430 million to refurbish four stations and replace railroad switches as part of the PATH Forward program.{{cite web | last=Higgs | first=Larry | title=$430M upgrades will fix issues that delay commuters, PATH says | website=nj | date=April 6, 2024 | url=https://www.nj.com/news/2024/04/430m-upgrades-will-fix-issues-that-delay-commuters-path-says.html | access-date=April 8, 2024}}{{cite web | last=Brachfeld | first=Ben | title=Port Authority plans $430M rehabilitation for PATH train system | website=amNewYork | date=April 7, 2024 | url=https://www.amny.com/transit/port-authority-rehabilitation-path-train/ | access-date=April 8, 2024}} In addition, the agency announced that the Hoboken Terminal station would be closed and extensively refurbished during February 2025.{{cite web | title=Hoboken PATH station to close for 25 days in February for improvement project | website=News 12 - Default | date=October 31, 2024 | url=https://newjersey.news12.com/hoboken-path-station-to-close-for-25-days-in-february-for-improvement-project | access-date=November 1, 2024}}{{cite web | title=Hoboken PATH station to close for 25 days in February 2025 for construction | website=ABC7 New York | date=October 31, 2024 | url=https://abc7ny.com/post/hoboken-path-station-close-25-days-february-2025-construction/15493274/ | access-date=November 1, 2024}}

In the mid-2000s, a Newark Airport extension was again considered as the Port Authority allocated $31 million for a feasibility study of extending service {{convert|2|mi|km|spell=in}} from Newark Penn Station,{{Cite web |title=FY 2004–06 Transportation Improvement Program |url=http://www.state.nj.us/transportation/capital/stip04-06/sec5/PANYNJ.pdf |access-date=October 2, 2013}} estimated at that time to cost $500 million;{{Cite press release |title=Governor Pataki and Mayor Bloomberg Announce Closing of Multi-billion Dollar Agreement to Extend Airport Leases |date=November 30, 2004 |publisher=Port Authority of New York & New Jersey |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=544 |access-date=July 3, 2011 |archive-date=September 24, 2015 |archive-url=https://web.archive.org/web/20150924103348/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=544 |url-status=dead }} the study began in 2012.{{Cite press release |title=Port authority to undertake study on extending path rail service to newark liberty international airport |date=September 20, 2012 |publisher=PANYNJ |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1641 |access-date=October 1, 2012 |archive-date=October 11, 2012 |archive-url=https://web.archive.org/web/20121011101839/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1641 |url-status=dead }} In September 2013, Crain's reported that New Jersey Governor Chris Christie would publicly support the extension, estimated by then to cost $1 billion.{{Cite news |last=Geiger |first=Daniel |date=September 11, 2013 |title=Sources: Christie to back $1B PATH extension in Newark |work=Crain's |url=http://www.crainsnewyork.com/article/20130911/REAL_ESTATE/130919963 |access-date=September 15, 2013}} The governor asked that the airport's largest operator, United Airlines, consider flying to Atlantic City International Airport as an enticement to further the project.{{Cite news |last=Mann |first=Ted |date=October 3, 2002 |title=Mixed Signals on New PATH to the Airport |work=The Wall Street Journal |url=https://www.wsj.com/articles/SB10001424052702303796404579101391085090138 |access-date=October 2, 2013}}

File:Newark Int Airport Station.JPG

In February 2014, the Port Authority's Board of Commissioners approved a 10-year capital plan that included the PATH extension to NJ Transit's Newark Liberty International Airport Station.{{Cite press release |title=Port Authority Board Approves Historic $27.6 Billion 10-Year Capital Plan That Focuses The Agency On Its Core Transportation Mission |date=February 19, 2014 |publisher=Port Authority of New York and New Jersey |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1925 |access-date=February 20, 2014 |archive-date=February 22, 2017 |archive-url=https://web.archive.org/web/20170222192331/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1925 |url-status=dead }}{{Cite news |last=Boburg |first=Shawn |date=February 4, 2014 |title=Port Authority plans to extend PATH to Newark airport |work=The Record |url=http://www.northjersey.com/news/Port_Authority_to_extend_PATH_to_Newark_airport.html |access-date=February 4, 2014}}{{Cite press release |title=Port Authority Unveils Comprehensive, Proposed $27.6 Billion Capital Plan To Revitalize Region'a Transportation Assets |date=February 4, 2014 |publisher=PANYNJ |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1913 |access-date=October 4, 2019 |url-status=dead |archive-url=https://web.archive.org/web/20140717031421/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=1913 |archive-date=July 17, 2014}} The alignment would follow the existing Northeast Corridor approximately one mile (1.6 km) further south to the Newark Airport station, where a connection to AirTrain Newark is available. Five years of construction were expected to begin in 2018.{{Cite web |last=Strunsky |first=Steve |date=October 1, 2014 |title=Construction on PATH airport extension to start in 2018 |url=http://www.nj.com/news/index.ssf/2014/10/construction_of_path-newark_airport_extension_to_start_in_2018.html |access-date=October 22, 2014 |website=NJ.com}}

In late 2014, there were calls for a reconsideration of Port Authority funding priorities. The PATH extension followed the route of existing Manhattan-to-Newark Airport train service (on NJ Transit's Northeast Corridor Line and North Jersey Coast Line as well as Amtrak's Keystone Service and Northeast Regional). On the other hand, there was no funding for either the Gateway Tunnel, a pair of commuter train tunnels that would supplement the North River Tunnels under the Hudson, or the replacement for the Port Authority Bus Terminal.{{Cite news |last=Magyar |first=Mark J. |date=October 24, 2014 |title=Christie's Airport PATH Deal Undercuts Rail Tunnel, PA Bus Terminal Needs |work=NJ Spotlight |url=http://www.njspotlight.com/stories/14/10/24/analysis-christie-s-airport-path-deal-undercuts-rail-tunnel-pa-bus-terminal-needs/ |access-date=October 24, 2014}} In December 2014, the PANYNJ awarded a three-year, $6 million contract to infrastructure design firm HNTB to do a cost analysis of the Newark Airport extension.{{Cite news |last=Milo |first=Paul |date=December 17, 2014 |title=Port Authority hires firm to study PATH line extension to Newark Airport |work=The Star-Ledger |url=http://www.nj.com/news/index.ssf/2014/12/port_authority_hires_firm_to_study_path_line_extension_to_newark_liberty.html |access-date=December 17, 2014}}

In 2017, the PANYNJ released a 10-year capital plan that included $1.7 billion for the extension; at the time, construction was projected to start in 2020, with service in 2025.{{Cite web |date=January 11, 2017 |title=PANYNJ Proposed Capital Plan 2017–2026 |url=http://corpinfo.panynj.gov/files/uploads/documents/financial-information/budget-capital-plan/Proposed_Capital_Plan_2017-2026_HZ1oF7A.pdf |access-date=October 6, 2019 |publisher=Port Authority of New York and New Jersey |page=38 |archive-date=June 25, 2021 |archive-url=https://web.archive.org/web/20210625175727/http://corpinfo.panynj.gov/files/uploads/documents/financial-information/budget-capital-plan/Proposed_Capital_Plan_2017-2026_HZ1oF7A.pdf |url-status=dead }}{{Cite web |last=Reitmeyer |first=John |date=May 1, 2017 |title=What's the Plan for PATH Service to Newark Liberty Airport? |website=NJ Spotlight News |url=http://www.njspotlight.com/stories/17/04/30/what-s-the-plan-for-path-service-to-newark-liberty-airport/ |access-date=October 4, 2017 }} A presentation at two December 2017 public meetings{{Cite news |last=Strunsky |first=Steve |date=November 28, 2017 |title=PATH extension to Newark airport set for public meetings this week |language=en-US |work=NJ.com |url=http://www.nj.com/essex/index.ssf/2017/11/path-airport_extension_meetings_set_for_tuesday_th.html |access-date=November 29, 2017}} showed the new PATH station would include a park-and-ride lot and a new entrance from the nearby Dayton neighborhood.{{Cite web |date=November 28, 2017 |title=PATH Extension Project Public Scoping Meetings |url=https://www.panynj.gov/content/dam/path/station/path-extension-project/documents/Presentation_for_the_PATH_Extension_Public_Scoping_Meetings.pdf |access-date=April 28, 2018 |publisher=Port Authority of New York and New Jersey}} An extension of the PATH to Newark Airport was still being considered in mid-2022,{{cite web |last=Wilson |first=Colleen |date=June 20, 2022 |title=PATH is down half its riders. Why its leader is moving ahead with $1B expansion anyway |url=https://www.northjersey.com/story/news/transportation/2022/06/20/path-nj-transit-expansion-clarelle-degraffe/9510135002/ |access-date=February 11, 2023 |website=NorthJersey.com}} but the PANYNJ announced in March 2023 that it was deferring funding for the Newark Airport extension to a future capital plan.{{cite web | last=Higgs | first=Larry | title=New rail station to be built ahead of delayed PATH Newark Airport extension | website=nj | date=March 14, 2023 | url=https://www.nj.com/news/2023/03/new-rail-station-to-be-built-ahead-of-delayed-path-newark-airport-extension.html | access-date=March 14, 2023}}

File:Marion, Jersey City bridge over PATH.jpg

West of Journal Square in Jersey City, the NWK-WTC line runs through the Marion Section parallel to the Conrail Passaic and Harsimus Line freight line. A pedestrian bridge crosses the tracks. Since the 1980s, there have been calls for an infill station to be built there.{{cite web|url=http://www.nj.com/hudson/voices/index.ssf/2009/07/marion_needs_a_path_station.html|title=Marion needs a PATH station|work=NJ.com|date=15 July 2009|last=Torres|first=Agustin C.|access-date=8 May 2016}}{{cite web|url=http://hudsoncity.net/tubes/new-jc-station.html|archive-url=https://web.archive.org/web/20070310173237/http://hudsoncity.net/tubes/new-jc-station.html|url-status=usurped|archive-date=March 10, 2007|title= New PATH Station in Jersey City Marion: PATH Trains |access-date=August 20, 2023|date=May 15, 2006}} In 2018, the government of Jersey City and the PANYNJ reached an agreement that included a feasibility study for a potential station,{{Cite web|last=Fry|first=Chris|date=November 20, 2018|title=Port Authority Could Soon Study Feasibility of Marion PATH Station in Jersey City|url=https://jerseydigs.com/port-authority-could-soon-study-marion-path-station-feasibility-jersey-city/|access-date=May 27, 2021|website=Jersey Digs|language=en-US}}{{Cite news|first=Terrence T.|last= McDonald |newspaper = The Jersey Journal |date=November 27, 2018|title=Legal settlement: millions for Jersey City, new home for PATH substation|url=https://www.nj.com/hudson/2018/11/legal_settlement_includes_millions_for_jersey_city.html|access-date=May 27, 2021|language=en}} which resulted in the "Marion PATH Station Physical Feasibility Study".{{Cite report |title = Marion PATH Station Physical Feasibility Study |publisher = Hatch |date = January 2020 |url = https://www.hudsoncountyview.com/wp-content/uploads/2022/04/Hatch-Marion-Street-PATH-report.pdf}}{{cite web |last = Sullivan |first = Al |title = Is a New Path for Public Transit Coming to Jersey City? Station Would Use Previously Constructed Tracks |publisher = TapINto |year = 2022 |url = https://www.tapinto.net/towns/jersey-city/sections/economic-development/articles/is-a-new-path-for-public-transit-coming-to-jersey-city |accessdate = August 16, 2023}} The senior U.S. Senator, the Hudson County Executive, and the Mayor of Jersey City have written letters encouraging the PANYNJ to continue with the project.{{cite web | url=https://hudsoncountyview.com/fulop-tom-degise-bob-menendez-all-in-favor-of-marion-street-path-station-in-jersey-city/ |last=Heinis |first=John |title=Fulop, Tom DeGise, & Bob Menendez all in favor of Marion Street PATH Station in Jersey City | date=April 8, 2022 |website = Hudson County View }} The estimated cost of construction varies and could be funded by nearby real estate developers.{{cite news | last=Lenox | first=Steve | title=Is a New Path for Public Transit Coming to Jersey City? |newspaper=TAPinto | date=April 24, 2022 | url=https://www.tapinto.net/towns/jersey-city/sections/economic-development/articles/is-a-new-path-for-public-transit-coming-to-jersey-city | access-date=August 23, 2023}}{{Cite web|url=https://jerseydigs.com/110-115-giles-ave-jersey-city-renderings/|title=Renderings Revealed for Development on Jersey City's Giles Avenue|first=Chris|last=Fry|date=May 10, 2022|website=Jersey Digs}}

{{PATH service map}}

PATH operates 24 hours a day, seven days a week. During weekday hours, PATH operates four train services,{{Cite web |date=September 2017 |title=PATH Timetable, Map and Guide |url=https://www.panynj.gov/path/pdf/path-map-schedule-english_sept17.pdf |url-status=dead |archive-url=https://web.archive.org/web/20180508143304/http://www.panynj.gov/path/pdf/path-map-schedule-english_sept17.pdf |archive-date=May 8, 2018 |access-date=April 30, 2018 |publisher=Port Authority of New York and New Jersey}} direct descendants of the four original services operated by the H&M, using three terminals in New Jersey and two in Manhattan. During late nights, weekends, and holidays, PATH operates two services from two terminals in New Jersey and two in Manhattan.

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

{{as of|2018|alt=In 2018}}, PATH saw 81.7 million passengers. {{as of|June 2019}}, the system is used by over 283,000 passengers per weekday; almost 105,000 per Saturday; 75,000 per Sunday; and 94,000 per holiday. The busiest station is World Trade Center, whose 46,000 average passengers per day is over 10 times the daily traffic of Christopher Street, the least busy station. Ridership in 2018 was down by around a million compared to 2017{{Cite web |date=2019 |title=2019 PATH Monthly Ridership Report |url=https://www.panynj.gov/path/pdf/2019-PATH-Monthly-Ridership-Report.pdf |archive-url=https://web.archive.org/web/20190802115555/https://www.panynj.gov/path/pdf/2019-PATH-Monthly-Ridership-Report.pdf |archive-date=August 2, 2019 |access-date=October 14, 2019 |website=pathnynj.gov |publisher=Port Authority of New York and New Jersey}} but it was still nearly a record for PATH operation, having increased 10 million from 2013.{{Cite web |date=January 2, 2019 |title=The PATH Train Loses $400 Million a Year. Why Keep Spending Billions on It? |url=https://www.nytimes.com/2019/01/02/nyregion/path-train-nj-nyc.html |access-date=January 2, 2019 |website=The New York Times |language=en-US |issn=0362-4331}}

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

The PATH system has {{convert|13.8|mi|km}} of route mileage, counting route overlaps only once.{{Cite web |date=February 2010 |title=World Trade Center Progress |url=http://www.panynj.gov/wtcprogress/pdf/Feb2010-WTC-Progress-Newsletter.pdf |url-status=dead |archive-url=https://web.archive.org/web/20150924103440/http://www.panynj.gov/wtcprogress/pdf/Feb2010-WTC-Progress-Newsletter.pdf |archive-date=September 24, 2015 |access-date=August 31, 2014 |website=panynj.gov |publisher=The Port Authority of New York and New Jersey |page=2}} During the daytime on weekdays, four services operate:

• {{rcb|system=PATH|line=NWK-WTC|inline=box}} Newark–World Trade Center, also known as NWK-WTC
• {{rcb|system=PATH|line=HOB-WTC|inline=box}} Hoboken–World Trade Center, or HOB-WTC
• {{rcb|system=PATH|line=JSQ-33|inline=box}} Journal Square–33rd Street, or JSQ-33
• {{rcb|system=PATH|line=HOB-33|inline=box}} Hoboken–33rd Street, or HOB-33

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

• {{rcb|system=PATH|line=NWK-WTC|inline=box}} Newark–World Trade Center
• {{rcb|system=PATH|line=JSQ-33|inline=box}}{{rcb|system=PATH|line=HOB-33|inline=box}} Journal Square–33rd Street (via Hoboken), or JSQ-33 (via HOB)

Prior to 2006, Hoboken–World Trade Center and Journal Square–33rd Street services were offered on Saturday, Sunday, and holidays between 9 a.m. and 7:30 p.m. In April 2006, these services were indefinitely discontinued at those times and replaced with the Journal Square–33rd Street (via Hoboken) service.{{Cite web |date=April 9, 2006 |title=PATH Hoboken/World Trade Center Weekend Service Change Effective Sunday, April 9, 2006 |url=http://www.panynj.gov:80/CommutingTravel/path/pdfs/hob_wtc_0306.pdf |url-status=dead |archive-url=https://web.archive.org/web/20060410214744/http://www.panynj.gov/CommutingTravel/path/pdfs/hob_wtc_0306.pdf |archive-date=April 10, 2006 |access-date=April 30, 2018 |publisher=Port Authority of New York and New Jersey}} During off-peak hours, passengers wanting to travel from Hoboken to Lower Manhattan were told to take the Journal Square–33rd Street (via Hoboken) service to Grove Street and transfer to the Newark–World Trade Center train.

PATH does not normally operate directly from Newark to Midtown Manhattan. Passengers wanting to travel from Newark to Midtown via PATH are told to transfer to the Journal Square-33rd Street service at Journal Square or Grove Street. However, after both the September 11 attacks and Hurricane Sandy, special Newark–33rd Street services were operated to compensate for the complete loss of service to Lower Manhattan.{{Cite journal |last=Glucksman |first=Randy |date=January 2004 |title=INCREASED PATH SERVICE |url=https://erausa.org/pdf/bulletin/2004-01-bulletin.pdf |url-status=dead |journal=New York Division Bulletin |publisher=Electric Railroaders Association |volume=47 |issue=1 |pages=1–2 |archive-url=https://web.archive.org/web/20180612143409/https://erausa.org/pdf/bulletin/2004-01-bulletin.pdf |archive-date=June 12, 2018 |access-date=May 25, 2017}}{{Cite web |last=Newman |first=Andy |date=January 9, 2013 |title=PATH Trains to Resume 24-Hour Service |url=http://cityroom.blogs.nytimes.com/2013/01/09/path-trains-to-resume-24-hour-service/ |access-date=April 30, 2018 |website=City Room}} An intrastate Journal Square–Hoboken service was also operated after the attacks. The Journal Square–Hoboken and Newark–33rd Street services instituted after the attacks were canceled by 2003.

From July to October 2018, because of PTC installation on the Uptown Hudson Tubes, the Journal Square–33rd Street (via Hoboken) service was suspended on most weekends.{{Cite web |last=Villanova |first=Patrick |date=May 4, 2018 |title=What you need to know about PATH's new weekend closures |url=http://www.nj.com/hudson/index.ssf/2018/05/what_you_need_to_know_about_paths_weekend_closures.html |access-date=August 1, 2018 |website=NJ.com}} In the meantime, it was replaced by the Journal Square–World Trade Center (via Hoboken) and the restored Journal Square–Hoboken services, since all stations between Christopher and 33rd Streets were closed during the weekends.{{Cite web |title=Schedules |url=http://www.panynj.gov/path/full-schedules.cfm |url-status=dead |archive-url=https://web.archive.org/web/20210629014645/http://www.panynj.gov/path/full-schedules.cfm |archive-date=June 29, 2021 |access-date=July 31, 2018 |website=Port Authority of New York and New Jersey}}{{Cite web |title=Stay on Track – PATH Weekend Closures – 2018 |url=http://www.panynj.gov/path/pdf/PATH_2018_Weekend_Closure_Brochure_Eng_rev.pdf |url-status=dead |archive-url=https://web.archive.org/web/20190214191007/http://www.panynj.gov/path/pdf/PATH_2018_Weekend_Closure_Brochure_Eng_rev.pdf |archive-date=February 14, 2019 |access-date=July 31, 2018 |website=Port Authority of New York and New Jersey}}

Lengths of trains on all lines except the Newark–World Trade Center line are limited to seven cars, since the platforms at Hoboken, Christopher Street, Ninth Street, and 33rd Street can only accommodate seven cars and cannot be extended. In 2009, the Port Authority started upgrading platforms along the Newark–World Trade Center line so that it could accommodate 10-car trains.{{Cite web |date=July 10, 2009 |title=PATH adds shiny updated rail cars to its N.J.-to-N.Y.C. lines |url=http://www.nj.com/news/index.ssf/2009/07/path_adds_shiny_updated_rail_c.html |access-date=June 14, 2018 |website=NJ.com |agency=Associated Press}} That line has accommodated nine-car trains in 2023, eight-car trains being the prior.

{{maplink

|frame=yes

|frame-width=350

|frame-height=350

|frame-align=center

|plain = yes

|from1=Newark–World Trade Center.map

|from2=Hoboken–World Trade Center.map

|from3=Hoboken–33rd Street.map

|from4=Journal Square–33rd Street (via Hoboken).map

|from5=Journal Square–33rd Street.map

}}

File:PATH daytime.png|Map of the PATH system (regular service)

File:PATH afterhours.png|Map of the PATH system (late-night hours and on weekends/holidays)

File:PATH to scale.svg|To-scale map of the PATH system

All New Jersey stations, as well as the World Trade Center and 33rd Street terminals in New York, are compliant with the Americans with Disabilities Act of 1990. Harrison, the last non-accessible station in New Jersey, was made fully accessible in 2019.{{Cite news |last=Strunsky |first=Steve |date=April 21, 2015 |title=Good and bad news for Harrison PATH riders awaiting new station |publisher=NJ Advance Media |url=http://www.nj.com/news/index.ssf/2015/04/good_news_and_bad_for_harrison_path_riders_awaitin.html |access-date=April 22, 2015}} The only non-accessible stations are the four intermediate stations on the Manhattan side of the Uptown Tubes–Christopher Street, Ninth Street, 14th Street, and 23rd Street.{{Cite news |last=Strunsky |first=Steve |date=April 5, 2012 |title=Harrison hopes upgraded PATH station will help welcome commuters with a grand new view |work=The Star Ledger |location=Newark |url=http://www.nj.com/news/index.ssf/2012/04/harrison_hopes_upgraded_path_s.html |access-date=April 5, 2012}}

{{wide image|33rd Street station panorama vc.jpg|1100px|Panoramic view of the 33rd Street station}}

{{See also|New York City transit fares}}

The Port Authority charges a single flat fee to ride the PATH system, regardless of distance traveled. {{As of|2024|January|12|df=us}},{{cite web | title=PATH fare increase starts today: here's how much tickets cost | website=NBC New York | date=January 12, 2025 | url=https://www.nbcnewyork.com/new-jersey/path-fare-increase-starts-sunday/6103615/ | access-date=January 13, 2025}}{{cite web | title=NY-NJ commuting: New PATH train fares are in effect for riders, marking the first price increase since 2014 | website=ABC7 New York | date=January 12, 2025 | url=https://abc7ny.com/post/ny-nj-commuting-new-path-train-fares-are-effect-riders-marking-price-increase-2014/15792532/ | access-date=January 13, 2025}} single-ride fares and two-trip tickets charge $3.00 per trip; 10-trip, 20-trip, and 40-trip cards charge $2.85 per trip; a single-day unlimited, $11.50; a seven-day unlimited, $39.25; and a 30-day unlimited, $120.75. A senior SmartLink costs $1.50 per trip.{{cite web | title=PATH Proposed Fare Increase | url=https://www.panynj.gov/path/en/fares/path-proposed-fare-increase.html | access-date=January 13, 2025 |publisher=The Port Authority of New York and New Jersey}} Single ride tickets are valid for two hours from time of purchase.{{Cite web |title=Fares |url=http://www.panynj.gov/CommutingTravel/path/html/fares.html |url-status=dead |archive-url=https://web.archive.org/web/20080822184654/http://www.panynj.gov/CommutingTravel/path/html/fares.html |archive-date=August 22, 2008 |access-date=October 27, 2008 |website=panynj.gov |publisher=The Port Authority of New York and New Jersey}} While some PATH stations are adjacent to or connected to New York City Subway, Newark Light Rail, Hudson-Bergen Light Rail, and NJ Transit commuter rail stations, there are no free transfers between these different, independently run transit systems.{{Cite web |last=Strunsky |first=Steve |date=June 11, 2015 |title=Should the NYC subway map include N.J.? This man thinks so, and he's not alone |url=http://www.nj.com/news/index.ssf/2015/06/trying_to_put_new_jersey_on_the_map_--_the_nyc_sub.html |access-date=April 6, 2017 |website=nj.com |publisher=New Jersey On-Line}} PATH began testing out a new contactless payment system called TAPP, similar to MTA's OMNY system, at some stations in December 2023.{{cite web | last=Higgs | first=Larry | title=PATH to start testing tap-and-go fare payments at 2 stations Tuesday | website=nj | date=December 4, 2023 | url=https://www.nj.com/news/2023/12/path-to-start-testing-tap-and-go-fare-payments-at-2-stations-tuesday.html | access-date=December 4, 2023}}{{cite web | last=Brachfeld | first=Ben | title=Port Authority unveils new contactless payment system for PATH Train, dubbed 'TAPP' | website=amNewYork | date=December 4, 2023 | url=https://www.amny.com/news/port-authority-unveils-new-contactless-payment-system-for-path-train-dubbed-tapp/ | access-date=December 4, 2023}} TAPP readers accept only debit and credit cards and digital wallets; the SmartLink cards and OMNY are not compatible with the readers.{{Cite web |title=About TAPP |url=https://www.tappandride.com/faq/using-tapp |access-date=2024-01-18 |website=www.tappandride.com |language=en}}

The H&M used a tier-based fare system where a different fare was paid based on where the passenger was traveling. For instance, prior to September 1961, an interstate fare to or from all stations except Newark Penn Station was 25 cents, while an intrastate fare was 15 cents. That month, the interstate fare was increased to 30 cents, and the intrastate fare to 20 cents. A fare to or from Newark Penn, regardless of the origin or destination point, was 40 cents because the station's operations were shared with the Pennsylvania Railroad at the time.{{Cite news |date=September 18, 1961 |title=Hudson Tubes Ask 5-Cent Fare Rise |language=en-US |work=The New York Times |url=https://www.nytimes.com/1961/09/18/archives/hudson-tubes-ask-5cent-fare-rise-increase-would-apply-to-all-except.html |access-date=June 12, 2018 |issn=0362-4331}} Under Port Authority operation, the PATH fare to and from Newark was lowered in 1966, standardizing the interstate fare to 30 cents.{{Cite news |date=November 13, 1966 |title=Port Agency Plans To Cut Tube Fare To Newark by 10c |language=en-US |work=The New York Times |url=https://www.nytimes.com/1966/11/13/archives/port-agency-plans-to-cut-tube-fare-to-newark-by-10c.html |access-date=June 12, 2018 |issn=0362-4331}} The intrastate fare of 15 cents was doubled in 1970, resulting in a flat rate for the entire system.{{Cite news |date=September 14, 1970 |title=15c PATH Fares On Intrastate Runs Will End on Oct. 19 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1970/09/14/archives/15c-path-fares-on-intrastate-runs-will-end-on-oct-19.html |access-date=June 12, 2018 |issn=0362-4331}}

PATH fares were paid with brass tokens starting in 1965. The Port Authority ordered 1 million tokens in 1962 and bought a half-million more in 1967. The Port Authority discontinued the sale of tokens in 1971 as a cost-cutting measure, since it cost $900,000 a year to maintain the token fare system. The agency replaced the turnstiles in its stations with new ones that accepted the 30-cent fare in exact change.{{Cite web |last=Peal |first=Frank J. |date=November 7, 1971 |title=PATH Discontinuing Tokens for Cash |url=https://www.nytimes.com/1971/11/07/archives/path-discontinuing-tokens-for-cash.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}

A paper ticket called the QuickCard, introduced in June 1990,{{Cite web |date=December 31, 1990 |title=Annual Report 1990 |url=http://corpinfo.panynj.gov/files/uploads/documents/financial-information/annual-reports/annual-report-1990.pdf |access-date=June 10, 2018 |publisher=Port Authority of New York and New Jersey |page=33 |archive-date=February 11, 2017 |archive-url=https://web.archive.org/web/20170211205859/http://corpinfo.panynj.gov/files/uploads/documents/financial-information/annual-reports/annual-report-1990.pdf |url-status=dead }} was valid only on the PATH system. It stored fare information on a magnetic stripe.

The QuickCard was replaced by the SmartLink card in 2008{{Cite web |last=Buccino |first=Anthony R. |date=October 26, 2008 |title=Bye-bye PATH QuickCards |url=http://blog.nj.com/transit/2008/10/byebye_path_quickcards.html |access-date=June 10, 2018 |website=NJ.com}} as sales were phased out across the system and at NJ Transit ticket machines.{{Cite web |date=January 11, 2009 |title=Success of SmartLink and use of pay-per-use MetroCards prompts phase-out of PATH QuickCards |url=http://www.panynj.gov/AboutthePortAuthority/PressCenter/PressReleases/PressRelease/index.php?id=1142 |url-status=unfit |archive-url=https://web.archive.org/web/20090111005231/http://www.panynj.gov/AboutthePortAuthority/PressCenter/PressReleases/PressRelease/index.php?id=1142 |archive-date=January 11, 2009 |access-date=June 27, 2018 |publisher=Port Authority of New York and New Jersey}}{{Cite news |last=Higgs |first=Larry |date=October 25, 2008 |title=PATH Phasing Out QuickCard Payment |page=10 |work=Asbury Park Press |url=https://www.newspapers.com/newspage/144627079/ |url-access=subscription |access-date=June 10, 2018 |via=Newspapers.com}} By late 2008, PATH had deactivated all turnstiles that accepted cash; they continued to accept the various cards.

The QuickCard was replaced by SmartLink Gray, a non-refillable, disposable version of the SmartLink card. This card was sold at selected newsstand vendors and was available in 10–, 20– and 40–trip increments. Unlike regular SmartLink cards, SmartLink Gray cards had expiration dates. SmartLink Gray was itself discontinued in January 2016.{{Cite web |last=Higgs |first=Larry |date=January 6, 2016 |title=PATH riders who use this card have until Feb. 12 to trade it in |url=http://www.nj.com/traffic/index.ssf/2016/01/path_riders_who_use_this_card_have_until_feb_12_to_trade_it_in.html |access-date=June 27, 2018 |website=NJ.com}}

File:PATH exchange turnstiles 2.jpg

{{Main|SmartLink (smart card)}}

PATH's official method of fare payment is a smart card known as SmartLink. The SmartLink was developed at a cost of $73 million, and initially was intended as a regional smart card that could be deployed on transit systems throughout the New York metropolitan area.{{Cite web |last=McGeehan |first=Patrick |date=February 21, 2006 |title=New at PATH Stations: Wave, Don't Swipe |url=https://www.nytimes.com/2006/02/21/nyregion/new-at-path-stations-wave-dont-swipe.html |access-date=June 10, 2018 |website=The New York Times |language=en-US |issn=0362-4331}} It was first made available in July 2007 at the World Trade Center.{{Cite news |last=Marsico |first=Ron |date=July 4, 2007 |title=Lower Manhattan now offers PATH to a smarter commute |publisher=The Star-Ledger |url=http://www.nj.com/news/ledger/jersey/index.ssf?/base/news-7/1183523560182920.xml&coll=1 |access-date=July 10, 2007 |archive-date=March 3, 2016 |archive-url=https://web.archive.org/web/20160303203958/http://www.nj.com/news/ledger/jersey/index.ssf?/base/news-7/1183523560182920.xml&coll=1 |url-status=dead }} The SmartLink can be connected to an online web account system allowing a cardholder to register the card and monitor its usage; it allows for an automatic replenishment system linked to a credit card account, wherein the card balance is automatically refilled when five trips remain (for multiple-trip cards) or five days (for unlimited-ride cards).{{Cite web |title=How does Automatic Replenishment work? |url=https://www.pathsmartlinkcard.com/AutomaticReplenishment.html |access-date=June 13, 2018 |publisher=Port Authority of New York and New Jersey}}

{{Main|MetroCard}}

PATH fare payment may also be made using single-ride, two-trip, and pay-per-ride MetroCards, the standard farecard of New York's Metropolitan Transportation Authority (MTA).{{Cite web |title=MetroCard |url=http://www.panynj.gov/path/metrocard.html |url-status=dead |archive-url=https://web.archive.org/web/20191211231036/http://www.panynj.gov/path/metrocard.html |archive-date=December 11, 2019 |access-date=June 10, 2018 |website=panynj.gov}} The MetroCard is a magnetic stripe card, like the QuickCard. PATH riders paying their fare using MetroCard insert the card into a slot at the front of the turnstile, which reads the card and presents the MetroCard to the rider at a slot on the top of the same turnstile.{{Cite news |last=Harmon |first=Amy |date=August 11, 1997 |title=What Galls a Hacker Most? The Metrocard |language=en-US |work=The New York Times |url=https://www.nytimes.com/1997/08/11/nyregion/what-galls-a-hacker-most-the-metrocard.html |access-date=June 10, 2018 |issn=0362-4331}} Other types of MetroCards, including unlimited-ride MetroCards, are not accepted on PATH.{{Cite web |title=PATH Frequently Asked Questions – The Port Authority of NY & NJ |url=https://www.panynj.gov/faqs/path.html |access-date=June 10, 2018 |website=www.panynj.gov}}

Plans for using the MetroCard on PATH date to 1996, when the Port Authority and MTA first considered a unified fare system. At the time, the MetroCard was still being rolled out on the MTA system, and more than 80% of PATH riders transferred to other modes of transportation at some point in their trip.{{Cite news |last=Kennedy |first=Randy |date=November 4, 1996 |title=PATH System Might Link To Metrocard |language=en-US |work=The New York Times |url=https://www.nytimes.com/1996/11/04/nyregion/path-system-might-link-to-metrocard.html |access-date=June 10, 2018 |issn=0362-4331}} In November 2003, the Port Authority announced that the MetroCard would be allowed for use on PATH starting the following year.{{Cite journal |last=Glucksman |first=Randy |date=December 2013 |title=Commuter and Transit Notes |url=https://erausa.org/pdf/bulletin/2003-12-bulletin.pdf |url-status=dead |journal=New York Division Bulletin |publisher=Electric Railroaders Association |volume=46 |issue=12 |pages=9–10 |archive-url=https://web.archive.org/web/20180612143601/https://erausa.org/pdf/bulletin/2003-12-bulletin.pdf |archive-date=June 12, 2018 |access-date=May 25, 2017}} The Port Authority started implementing the MetroCard on PATH in 2005, installing new fare collection turnstiles at all PATH stations. These turnstiles allowed passengers to pay their fare with a PATH QuickCard or an MTA Pay-Per-Ride MetroCard.{{Cite web |date=June 6, 2005 |title=PATH Is Installing High-Tech Fare System |url=http://www.apta.com/passengertransport/Documents/archive_1689.htm |access-date=June 10, 2018 |website=American Public Transportation Association |archive-date=June 12, 2018 |archive-url=https://web.archive.org/web/20180612140319/http://www.apta.com/passengertransport/Documents/archive_1689.htm |url-status=dead }} MetroCard vending machines are located at all PATH stations. The machines sell Pay-Per-Ride MetroCards; allow riders to refill SmartLink cards; and sell Single Ride PATH tickets for use only on the PATH system. There are two types of MetroCard vending machines: large machines, which sell both MetroCards and SmartLinks and accept cash, credit cards, and transit benefits cards; and small machines, which do not accept cash or sell PATH single-ride tickets but otherwise perform the same functions as the large vending machines.

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

In June 2019, the Port Authority announced it was in talks with the MTA to implement the new OMNY fare payment system on PATH. Under the announced plan, OMNY would be available to PATH riders by 2022, with both SmartLink and MetroCard being phased out by 2023.{{Cite web |title=PATH Implementation Plan |url=http://www.panynj.gov/path/pdf/PATH_Implementation_Plan.pdf |access-date=June 20, 2019 |website=PANYNJ |archive-date=June 21, 2019 |archive-url=https://web.archive.org/web/20190621003726/http://www.panynj.gov/path/pdf/PATH_Implementation_Plan.pdf |url-status=dead }}

In November 2021, the Port Authority indicated that it would instead implement its own fare payment system, which would be similar to OMNY. This fare system is named TAPP, short for Total Access PATH Payment,{{cite web |title=Introducing the TAPP Pilot |url=https://www.panynj.gov/path/en/index.html |publisher=Port Authority of New York and New Jersey |access-date=2 January 2024}} and is being tested as of December 2023. TAPP accepts debit and credit cards and phones for fare payment, but does not accept OMNY cards. By March 2024, TAPP-compatible turnstiles had been enabled at six stations.{{cite web | last=Flammia | first=Dino | title=it's much easier to ride PATH between NJ and NY | website=New Jersey 101.5 | date=March 20, 2024 | url=https://nj1015.com/just-tap-and-go-its-much-easier-to-ride-path-between-nj-and-ny/ | access-date=March 21, 2024}}{{cite web | last1=Rahhal | first1=Emily | last2=Mocker | first2=Greg | title=PATH adds tap-and-go payment at World Trade Center station | website=PIX11 | date=March 20, 2024 | url=https://pix11.com/news/local-news/path-adds-tap-and-go-payment-at-world-trade-center-station/ | access-date=March 21, 2024}} The rollout of TAPP at all New Jersey stations was completed by early May 2024{{cite web | title=Tap-And-Go Payment System Now Available At All NJ PATH Stations | website=102.3 WSUS | date=May 2, 2024 | url=https://wsus1023.iheart.com/content/2024-05-02-tap-and-go-payment-system-now-available-at-all-nj-path-stations/ | access-date=May 13, 2024}}{{cite web | last=Fazelpoor | first=Matthew | title=TAPP payment system rolls out to all NJ PATH stations | website=NJBIZ | date=May 3, 2024 | url=https://njbiz.com/tapp-payment-system-rolls-out-to-all-nj-path-stations/ | access-date=May 13, 2024}} and was rolled out at all stations in New York later that month.{{cite web | title=PANYNJ expands tap-and-go fare option to all PATH stations | website=Mass Transit | date=May 24, 2024 | url=https://www.masstransitmag.com/technology/fare-collection/press-release/55042440/the-port-authority-of-new-york-and-new-jersey-panynj-expands-tap-and-go-fare-option-to-all-path-stations | access-date=June 6, 2024}}

File:Pathtrain.JPG

File:PATH Kawasaki PA5 5126 Interior.jpg

{{As of|2023}}, there is only one model, the PA5. The cars are {{convert|51|ft|m}} long by {{convert|9.2|ft|m}} wide, a smaller loading gauge compared to similar vehicles in the US, due to the restricted structure gauge through the tunnels under the Hudson River. They can reach {{convert|55|mph|km/h|abbr=on}} in regular service. Each car seats 35 passengers, in longitudinal "bucket" seating, and can fit a larger number of standees in each car. PA5 cars have stainless steel bodies and three doors on each side. LED displays above the windows (between the doors) display the destination of that particular train. The PA5 cars are coupled and linked into consists up to 8 cars long, with conductors' controls on all cars and engineers' cabs on the "A" (driving) cars; trains on the Newark–World Trade Center line will be lengthened to 10 cars as part of the line's 2010s upgrades.{{Cite journal |title=New York PATH Railway Upgrade |url=http://www.railway-technology.com/projects/ny-path |journal=Railway-technology.com |access-date=June 12, 2018}}

In 2005, the Port Authority awarded a $499 million contract to Kawasaki to design and build 340 new PATH cars under the PA5 order to replace the system's entire existing fleet.{{Cite web |date=June 25, 2012 |title=Project Detail |url=http://capitaldashboard.panynj.gov/ProjectDetails.aspx?ProjectID=CR02-345&DataDate=3/31/2015%2012:00:00%20AM&yearType=TY |access-date=March 2, 2018 |publisher=Port Authority of New York and New Jersey |archive-date=June 12, 2018 |archive-url=https://web.archive.org/web/20180612211709/http://capitaldashboard.panynj.gov/ProjectDetails.aspx?ProjectID=CR02-345&DataDate=3%2F31%2F2015%2012%3A00%3A00%20AM&yearType=TY |url-status=dead }} With an average age of 42 years and some cars dating back as far as 1964, the fleet was the oldest of any operating heavy rail line in the United States. The Port Authority announced that the new cars would be updated versions of the MTA's R142A cars. The first of these new cars entered revenue service in 2009;{{cite web |url=http://www.myfoxny.com/dpp/traffic/ny_traffic_authority/090710_path_system_gets_new_cars |title=New PATH Train Cars |website=MyFoxNY.com |date=July 10, 2009 |access-date=July 10, 2009 |url-status=dead |archive-url=https://web.archive.org/web/20120217104643/http://www.myfoxny.com/dpp/traffic/ny_traffic_authority/090710_path_system_gets_new_cars |archive-date=February 17, 2012}} all of them were delivered over the next two years.{{Cite web |date=October 31, 2011 |title=Final new PATH train car put into service in Hoboken, more improvements to come |url=http://www.nj.com/hobokennow/index.ssf/2011/10/final_new_path_train_car_put_i.html |access-date=March 2, 2018 |website=NJ.com}} The Port Authority exercised a subsequent contract for 10 additional PA5 cars, bringing the total to 350.

As part of the fleet expansion program and signal system upgrade, the Port Authority had the option to order a total of 119 additional PA5 cars; 44 would be used to expand the NWK–WTC line to 10-car operation while the remaining 75 would be used to increase service frequencies after communication-based train control (CBTC) was implemented throughout the system by the end of 2018.{{cite web |url=http://www.panynj.gov/budget_cap_plan/ |title=2008 Budget and Updated 2007-2016 Capital Investment Plan |at=PATH → Updated 2007–2016 Capital Plan Overview → PATH Cars |url-status=dead |archive-url=https://web.archive.org/web/20090814205316/http://www.panynj.gov/budget_cap_plan/ |website=Port Authority of New York & New Jersey. |archive-date=August 14, 2009}} In December 2017, the Port Authority exercised an option to buy 50 extra PA5 cars for $150 million, for an ultimate total of 400 PA5 cars.{{Cite web |last=Higgs |first=Larry |date=December 6, 2017 |title=$300M shopping spree rolling down the PATH tracks |url=http://www.nj.com/traffic/index.ssf/2017/12/300m_shopping_spree_rolling_down_the_path_tracks.html |access-date=March 2, 2018 |website=NJ.com}}{{Cite news |date=December 8, 2017 |title=Port Authority Board Authorizes Purchase of 50 New Rail Cars for PATH System |language=en |work=Mass Transit |url=http://www.masstransitmag.com/press_release/12385768/port-authority-board-authorizes-purchase-of-50-new-rail-cars-substation-replacement-and-state-of-good-repair-projected-for-path-system |access-date=December 9, 2017}} Subsequently, in July 2018, Kawasaki was awarded a $240 million contract to refurbish the 350 existing PA5 cars between 2018 and 2024. The contract also called for Kawasaki to build and deliver 72 new PA5 cars starting in 2021, for a total of 422 cars;{{Cite web |date=July 30, 2018 |title=Kawasaki awarded $240m supply and refurb contract for New York subway fleet |url=https://www.globalrailnews.com/2018/07/30/kawasaki-awarded-240m-supply-and-refurb-contract-for-new-york-path-fleet/ |access-date=August 1, 2018 |website=Global Rail News}} the first of the additional PA5 cars arrived in September 2022.{{cite web |last=Higgs |first=Larry |date=September 15, 2022 |title=Longer trains are coming as the first of 72 new PATH rail cars arrives |url=https://www.nj.com/news/2022/09/longer-trains-are-coming-as-the-first-of-72-new-path-rail-cars-arrives.html |access-date=February 11, 2023 |website=nj}} The new cars are being built by Kawasaki Heavy Industries in the U.S. at Lincoln, Nebraska and tested in Yonkers, New York. The 350 existing cars are being refurbished in Yonkers.{{Cite web |date=August 1, 2018 |title=PATH, Kawasaki sign for new, refurbished cars |url=https://www.railwayage.com/passenger/path-kawasaki-sign-for-new-refurbished-cars/ |access-date=August 1, 2018 |website=Railway Age}}

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

{{Multiple image

|align=right

|direction=vertical

|width=250

|image1=PATH 836.JPG

|caption1=PA4 at Journal Square Transportation Center

|image2=PATH Subway Car.jpg

|caption2=A PA1 model leaving the 14th Street station

}}

Before the Port Authority takeover, the H&M system used rolling stock series that were given letters from A to J. All of these cars, except for the D and H series, were known as "black cars" for their color.{{Cite web |date=January 8, 2003 |title=PATH/H&M Complete Roster |url=http://trainsarefun.com/lirrphotos/lists/H%20&%20M%20-%20PATH%20ROSTER.htm |access-date=June 12, 2018 |website=Long Island Rail Road Photos, Maps, and History}}{{cite court |litigants=In Re Hudson & Manhattan Railroad Company |vol=138 |reporter=F. Supp. |opinion= 195 |court=S.D.N.Y. |date=1955 |url=https://law.justia.com/cases/federal/district-courts/FSupp/138/195/1458280/ |access-date=June 12, 2018 }}{{rp|6}} There were a total of 325 cars in series A through J, of which 255 were black cars.{{rp|6}} The first 190 cars, in classes A through C, were ordered for the initial H&M service and delivered in 1909–1911. The cars, which were built in seven modular segments, measured {{convert|48.25|ft|m}} long with a loading gauge of {{convert|8.83|ft|m}} and a height of {{convert|12|ft|m}}, with longitudinal seating and three doors on each side. They were ordered to the narrow specifications of the Hudson Tubes, and were light enough that they could be tested on the Second Avenue elevated in Manhattan, which could only support lightweight trains.{{Cite journal |last=Chiasson |first=George |date=June 2015 |title=Rails Under the Hudson Revisited – The Hudson and Manhattan |url=https://issuu.com/erausa/docs/2015-06-bulletin |journal=Electric Railroaders' Association Bulletin |volume=58 |pages=2–3, 12, 14, 17 |access-date=April 10, 2018 |via=Issuu |number=6}}{{rp|2}}

Seventy-five cars in classes E through G were added in 1921–1923, allowing the H&M to lengthen train consists from six to seven cars each to eight. Although classes E-G had similar exterior dimensions to classes A-C, the E-G series had higher capacity, were heavier, and had substantially different window designs compared to the A-C series.{{rp|6}} The last order of black cars, the 20 cars in series J, was delivered in 1928.{{rp|6–7}} Many of the black cars remained in service from their inception until the H&M's bankruptcy in 1954. By that time, they required considerable maintenance.

The PRR and H&M joint service comprised 40 cars in classes D and H, which were owned by the H&M, as well as 72 cars from the MP38 class, which were owned by the PRR. Sixty MP38s and 36 Class D cars were delivered in 1911, when the service first operated.{{Rp|43}}{{Cite journal |last=Chiasson |first=George |date=August 2015 |title=Rails Under the Hudson Revisited – The Hudson and Manhattan |url=https://issuu.com/erausa/docs/2015-08-bulletin |journal=Electric Railroaders' Association Bulletin |volume=58 |page=7 |access-date=April 10, 2018 |via=Issuu |number=8}} In 1927, an additional 12 MP38 cars were ordered under the MP38A classification, as well as four Class H cars.{{rp|6}} As a result of the different manufacturers and the long duration between the two pairs of orders, the Class D and MP38 cars' designs were noticeably different from the Class H and MP38A cars' designs.{{rp|6–7}} The red cars were branded with the names of both companies to signify the partnership.{{Cite news |date=November 26, 1911 |title=Tube Service To Newark: Pennsylvania-Hudson Steel Trains in Operation This Morning. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1911/11/26/archives/tube-service-to-newark-pennsylvaniahudson-steel-trains-in-operation.html |access-date=April 11, 2018 |issn=0362-4331}} The red cars suffered from corrosion and design defects, and were unusable by 1954. All of the red and black car series were designed to be operationally compatible.

The MP52 and K-class, which replaced the D-class and the 60 MP38s ordered in 1911, comprised an order of 50 cars. The 30 MP52s and 20 K-classes were purchased by the PRR and H&M respectively and delivered in 1958 in order to save money on maintenance.{{cite court |litigants=In Re Hudson & Manhattan Railroad Company |vol=172 |reporter=F. Supp. |opinion=329 |court=S.D.N.Y. |date=1959 |url=https://law.justia.com/cases/federal/district-courts/FSupp/172/329/2092035/ |access-date=June 12, 2018}}

After the Port Authority took over operation of the H&M Railroad in 1962, it started ordering new rolling stock to replace the old H&M cars.{{Cite news |date=April 9, 1965 |title=PATH Moves Toward All-Air-Conditioned Fleet |language=en-US |work=The New York Times |url=https://www.nytimes.com/1965/04/09/archives/path-moves-toward-allairconditioned-fleet.html |access-date=June 13, 2018 |issn=0362-4331}} St. Louis Car built 162 PA1 cars in 1964–1965.{{Rp|101}} St. Louis also built the PA2, a supplementary order of 44 cars, in 1966–1967.{{Rp|101}} Hawker Siddeley built 46 PA3 cars in 1972.{{Rp|101}} The 95 PA4s were built by Kawasaki Heavy Industries in 1986–1987, replacing the K-class and MP52 series.{{Rp|101}}{{Cite news |last=Williams |first=Lena |date=November 27, 1984 |title=Japanese To Manufacture Transit Cars In Yonkers |language=en-US |work=The New York Times |url=https://www.nytimes.com/1984/11/27/nyregion/japanese-to-manufacture-transit-cars-in-yonkers.html |access-date=June 12, 2018 |issn=0362-4331}}

PA1, PA2, and PA3 cars had painted aluminum bodies, and two doors on each side. Back-lit panels above the doors displayed the destination of that particular train: HOB for Hoboken, JSQ for Journal Square, NWK for Newark, 33 for 33rd Street, and WTC for World Trade Center.{{Rp|81}} In the mid-1980s, Kawasaki overhauled 248 of the 252 PA1-PA3 cars at their factory in Yonkers, New York, and repainted them white to match the PA4 cars then being delivered.{{Rp|81}}{{Cite news |date=December 2, 1984 |title=Japanese firm coming to Otis |pages=B3 |work=Yonkers Herald Statesman |url=http://fultonhistory.com/Newspaper%2010/Yonkers%20NY%20Herald%20Statesman/Yonkers%20NY%20Herald%20Statesman%201984%20Grayscale/Yonkers%20NY%20Herald%20Statesman%201984%20b%20Grayscale%20-%202526.pdf |access-date=June 15, 2018 |via=Fultonhistory.com}} PA4 cars had stainless steel bodies, and three doors on each side. Back-lit displays above the windows (between the doors) displayed the destination of that particular train.{{Rp|81}} All four series were designed to be operationally compatible.{{Cite web |date=2012 |title=Collision of Port Authority Trans-Hudson Train with Bumping Post at Hoboken Station, Hoboken, New Jersey, May 8, 2011 |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/RAR1205.pdf |access-date=June 12, 2018 |publisher=National Transportation Safety Board |page=3}} Although all four orders contained "A" cars with cabs at one end, the PA1 and PA2 orders also contained some "C" cars. Trains could comprise three to eight cars, but in order to operate, there had to be an even number of "A" cars in the consist, including one "A" car at each end.{{Cite journal |last=Craig |first=Philip G. |date=December 2011 |title=AN ODE TO PATH'S PA-1S |url=https://erausa.org/pdf/bulletin/2011-12-bulletin.pdf |url-status=dead |journal=Electric Railroaders' Association Bulletin |volume=54 |pages=16–18 |archive-url=https://web.archive.org/web/20170211155311/https://erausa.org/pdf/bulletin/2011-12-bulletin.pdf |archive-date=February 11, 2017 |access-date=April 10, 2018 |via=Issuu |number=12}} All PA1-PA4 equipment was retired from passenger service by 2011.

A seven-car PATH train was left under the World Trade Center after September 11, 2001; though five of the cars were destroyed, cars 745 and 143 were not positioned directly beneath the tower and survived the collapse relatively intact. These two cars were cleaned and placed in storage while the remains of the rest of the train had been stripped of usable parts and scrapped. The cars were intended to be displayed in the National September 11 Memorial & Museum.{{Cite press release |date=November 9, 2015 |title=9/11 survivor to Shore Line Museum |publisher=Shore Line Trolley Museum |url=http://www.atrrm.org/blog/2015/11/911-survivor-to-shore-line-museum/ |access-date=April 6, 2017 |url-status=dead |archive-url=https://web.archive.org/web/20151115035006/http://www.atrrm.org/blog/2015/11/911-survivor-to-shore-line-museum/ |archive-date=November 15, 2015}} However, they were deemed too large to be displayed there; as a result, car 745 was instead donated to the Shore Line Trolley Museum,{{Cite press release |date=July 16, 2015 |title=9/11 surviving PATH Subway Car will arrive at SLTM |publisher=Shore Line Trolley Museum |url=http://shorelinetrolley.org/2015/07/911-surviving-path-subway-car-will-arrive-at-sltm/ |access-date=April 6, 2017 |archive-date=November 17, 2016 |archive-url=https://web.archive.org/web/20161117215752/http://shorelinetrolley.org/2015/07/911-surviving-path-subway-car-will-arrive-at-sltm/ |url-status=dead }} while car 143 was donated to the Trolley Museum of New York.{{Cite news |last=Borrello |first=Stevie |date=December 4, 2015 |title=PATH train cars that survived 9/11 on display in CT, NY trolley museums |work=WABC-TV |url=http://abc7ny.com/news/path-train-cars-that-survived-9-11-on-display-in-ct-ny-trolley-museums/1109584/ |access-date=April 6, 2017}}

File:Day Trip to New York City (2788464320).jpg, which is used by PATH but owned by Amtrak]]

While PATH operates as a typical intraurban heavy rail rapid transit system, it is legally a commuter railroad under the jurisdiction of the FRA, which oversees railroads that are part of the national rail network.{{Cite web |title=Federal Railroad Administration: Passenger Rail; Chapter 1 |url=http://www.fra.dot.gov/us/content/886 |url-status=dead |archive-url=https://web.archive.org/web/20090320183439/http://www.fra.dot.gov/us/content/886 |archive-date=March 20, 2009 |access-date=March 3, 2009}} PATH's predecessor, the H&M, used to share trackage with the Pennsylvania Railroad between the Hudson interlocking near Harrison and Journal Square. The line also connected to the Northeast Corridor near Harrison station and also near Hudson tower.{{rp|43–44}} Though there is no longer any through-running of mainline intercity trains into PATH tunnels, FRA regulations still apply to PATH because PATH's right-of-way between Newark and Jersey City is very close to the Northeast Corridor.{{Cite news |last=Vantuono |first=William C. |date=October 27, 2009 |title=Siemens lands PATH CBTC contract |language=en-US |work=Railway Age |url=https://www.railwayage.com/safety/siemens-lands-path-cbtc-contract/ |access-date=June 11, 2018}} PATH also shares the Dock Bridge near Newark Penn Station with Amtrak and NJ Transit.{{Cite web |date=April 13, 1995 |title=Amtrak's Northeast Corridor: Information on the Status and Cost of Needed Improvements |url=https://www.gpo.gov/fdsys/pkg/GAOREPORTS-RCED-95-151BR/html/GAOREPORTS-RCED-95-151BR.htm |access-date=June 11, 2018 |website=U.S. Government Publishing Office}}

While PATH operates under several grandfather waivers, it still must meet more stringent requirements than other American rapid transit systems, such as the proper fitting of grab irons to all PATH rolling stock, installation of PTC, and compliance with the federal railroad hours of service regulations. Additionally, all PATH train operators must be federally certified locomotive engineers, and the agency must conduct more detailed safety inspections than other rapid transit systems. These requirements increase PATH's per-hour operating costs relative to other rapid transit systems in the New York City and Philadelphia areas. For instance, it is three times more expensive to operate per hour than the New York City Subway despite having only a fraction of the latter system's length and ridership. The PANYNJ has sought to switch its regulator to the Federal Transit Administration, which oversees rapid transit, but the FRA has insisted that safety concerns require PATH to remain under its purview. Alternatively, the Port Authority has considered transferring PATH to NJ Transit.{{Cite news |last=Braun |first=Martin |date=August 22, 2014 |title=PATH Train Less Efficient Than Subways as Cars Cover Loss |work=Bloomberg.com |url=https://www.bloomberg.com/news/articles/2014-08-22/path-train-less-efficient-than-subways-as-cars-cover-loss |access-date=January 4, 2018}}

PATH management has two principal passenger outreach initiatives: the "PATHways" newsletter, distributed for free at terminals, as well as the Patron Advisory Committee.{{Cite web |date=March 29, 2006 |title=The Port Authority of New York and New Jersey – PATH |url=http://www.pathrail.com/CommutingTravel/path/html/newsletter.html |url-status=dead |archive-url=https://web.archive.org/web/20060329021221/http://www.pathrail.com/CommutingTravel/path/html/newsletter.html |archive-date=March 29, 2006 |access-date=April 6, 2017}}{{Cite web |title=PATH Rapid-Transit System |url=http://www.pathrail.com/CommutingTravel/path/html/patron.php |url-status=dead |archive-url=https://web.archive.org/web/20070928020802/http://www.pathrail.com/CommutingTravel/path/html/patron.php |archive-date=September 28, 2007 |access-date=October 27, 2008}} Other passenger outreach initiatives include "PATHursday", allowing passengers to provide enhancing service suggestions. Similarly, the "PATH Riders' Council" allows feedback about their system design, service, and decision-making. PATH has offered various "Community Poster Competitions" with schools, "Transit Lines Poetry Stories" featuring poet pieces tied with New York and New Jersey region, and "Arts In Transit" and "PATH Performs!" displaying local artists' work and performances.{{Cite press release |title=PATH Community – PATH – The Port Authority of NY & NJ |url=https://www.panynj.gov/path/en/community-events.html |url-status=live |archive-url=https://web.archive.org/web/20230518081825/https://www.panynj.gov/path/en/community-events.html |archive-date=May 18, 2023 |access-date=August 10, 2023 |website=www.panynj.gov |publisher=The Port Authority of New York and New Jersey}}{{Cite web |title=PATH Launches Live Performance Series At Five New Jersey Stations, Starting This Thursday At Harrison Station |url=https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2019_press_releases/path_launches_liveperformanceseriesatfivenewjerseystationsstarti.html |access-date=August 11, 2023 |website=www.panynj.gov |publisher=The Port Authority of New York and New Jersey}}

{{As of|2015|December|}}, PATH regulations state that all photography, filmmaking, videotaping, or creations of drawings or other visual depictions within the PATH system is prohibited without a permit and supervision by a PATH representative.{{Cite web |date=December 20, 2015 |title=PATH Rules & Regulations |url=https://www.panynj.gov/path/pdf/PATH-Rules-Regulations-12-20-15.pdf |archive-url=https://web.archive.org/web/20160416152438/https://www.panynj.gov/path/pdf/PATH-Rules-Regulations-12-20-15.pdf |archive-date=April 16, 2016 |access-date=March 27, 2021 |publisher=Port Authority of New York and New Jersey}}{{rp|17}} According to the rules, photographers, filmmakers, and other individuals must obtain permits through an application process.{{rp|18}} Although it has been suggested that the restriction was put in place due to terrorism concerns, the restriction predates the September 11 attacks and the 1993 World Trade Center bombing.{{Cite web |date=December 23, 2014 |title=Is it really illegal to take pictures in the train station? Transit agencies have differing policies for photographers videographers |url=https://archive.hudsonreporter.com/2015/01/04/is-it-really-illegal-to-take-pictures-in-the-train-station-3/ |access-date=March 2, 2018 |website=Hudson Reporter}}

File:Train Ride to Newark (1997) (6390625079).jpg

According to New Jersey newspaper Hudson Reporter, this ban excludes members of the general public who want to take pictures, and the photography and filmography ban only applies for commercial or professional purposes. The general public is allowed to take pictures of PATH stations and all other Port Authority facilities except in secure and off-limits areas. There have been decisions from the United States Supreme Court stating that casual photography is covered by the First Amendment; the case law is mixed. Under the law, PATH employees may not force a casual photographer to destroy or surrender their film or images, but confiscations and arrests have occurred. Litigation following such confiscations or arrests have generally, but not always, resulted in charges being dropped and/or damages awarded.{{Cite web |last=Krages |first=Bert |date=November 1, 2006 |title=Legal Handbook for Photographers: The Rights and Liabilities of Making Images |url=https://www.amazon.com/exec/obidos/ASIN/1584281944/bertpkrag-20 |access-date=April 6, 2017 |publisher=Amherst Media, Inc. |via=Amazon}}

On trains bound for Newark or Hoboken from World Trade Center, a short, zoetrope-like advertisement was formerly visible in the tunnel before entering Exchange Place. There was another similar advertisement, visible from 33rd Street-bound trains between 14th and 23rd Streets near the abandoned 19th Street station.{{Cite journal |last=Jacobs |first=Karrie |date=July 2006 |title=The Ad at the End of the Tunnel |url=http://www.metropolismag.com/cda/story.php?artid=2119 |url-status=dead |journal=Metropolis |issn=0279-4977 |archive-url=https://web.archive.org/web/20060715164337/http://www.metropolismag.com/cda/story.php?artid=2119 |archive-date=July 15, 2006}}

Every year, around Thanksgiving, PATH employees light a decorated Christmas tree at the switching station adjacent to the tunnel used by trains entering the Pavonia/Newport station. This tradition started in the 1950s when a signal operator hung a string of Christmas lights in the tunnel. While PATH officials were initially concerned about putting up decorations in the tunnel, they later acquiesced and the tradition continued. After the September 11 attacks, a backlit U.S. flag was put up beside the tree as a tribute to the victims.{{cite news |last=Danzig |first=David |title=Holiday tree decorates PATH tunnel |work=The Jersey Journal |date=December 20, 2001}}

PATH trains and stations have occasionally been the setting for music videos, commercials, movies, and TV programs. For instance, the White Stripes's video for "The Hardest Button to Button" was filmed at 33rd Street.{{Cite web |last=Kaufman |first=Gil |date=October 13, 2003 |title=The Story Behind The White Stripes' 'Hardest Button': Lens Recap |url=http://www.mtv.com/news/articles/1479718/20031013/white_stripes.jhtml |archive-url=https://web.archive.org/web/20031016042523/http://www.mtv.com/news/articles/1479718/20031013/white_stripes.jhtml |url-status=dead |archive-date=October 16, 2003 |access-date=October 2, 2013 |publisher=MTV.com}} Additionally, the premiere for season 19 of Law & Order: Special Victims Unit was filmed in the World Trade Center station.{{Cite journal |date=August 8, 2017 |title='Law & Order: SVU' Premiere Filmed At Oculus |url=http://paranynj.org/News/2017/PA_News/PA_News_Vol_16_Number-16.pdf |journal=PA News |publisher=Port Authority of New York and New Jersey |volume=16 |page=1 |access-date=June 12, 2018 |number=16 |archive-date=June 13, 2018 |archive-url=https://web.archive.org/web/20180613084632/http://paranynj.org/News/2017/PA_News/PA_News_Vol_16_Number-16.pdf |url-status=dead }} The PATH system is also often used as a stand-in for the New York City Subway,{{Cite web |last=Bindelglass |first=Evan |date=September 20, 2017 |title=20 best NYC subway cameos in movies and TV |url=https://ny.curbed.com/maps/nyc-subway-filming-locations-movies-tv |access-date=June 13, 2018 |website=Curbed NY}} as in John Wick: Chapter 2 where it was portrayed as a "Broad Street bound Z train".{{Cite web |date=February 10, 2017 |title='John Wick: Chapter 2' Rides a PATH Train of Violence Into Action Movie History |url=https://observer.com/2017/02/john-wick-chapter-2-review-fight-scenes-ruby-rose-path-train/ |access-date=January 18, 2020 |website=Observer |language=en-US}}

• On August 31, 1922, two H&M trains collided in heavy fog at Manhattan Transfer, injuring 50 people, eight of them seriously.{{Cite web |date=September 1, 1922 |title=Tube Trains Crash In Fog; 50 Are Hurt |url=https://www.nytimes.com/1922/09/01/archives/tube-trains-crash-in-fog-50-are-hurt-motorman-of-rear-train-charged.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On July 22, 1923, another collision near Manhattan Transfer killed one person and injured 15 others.{{Cite web |date=July 12, 1923 |title=1 Killed, 15 Injured In Tube Train Crash |url=https://www.nytimes.com/1923/07/12/archives/1-killed-15-injured-in-tube-train-crash-boy-standing-at-front-of.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On January 16, 1931, a seven-car H&M train derailed a switch and collided with a wall at 33rd Street, injuring 19 passengers.{{Cite web |date=January 17, 1931 |title=Hudson Tube Crash At 33d St. Hurts 19; |url=https://www.nytimes.com/1931/01/17/archives/hudson-tube-crash-at-33d-st-hurts-19-smashed-car-in-hudson-tube.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On August 22, 1937, a 5-car H&M train crashed into a wall at Hudson Terminal, injuring 33 passengers.{{Cite web |date=August 23, 1937 |title=21 Hurt in Accident in Hudson Terminal; Car Jumps Tracks and Crashes Into Wall |url=https://www.nytimes.com/1937/08/23/archives/21-hurt-in-accident-in-hudson-terminal-car-jumps-tracks-and-crashes.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On November 26, 1938, 22 passengers were injured when an H&M train sideswiped a PRR engine in Kearny, east of the former Manhattan Transfer station.{{Cite web |date=November 27, 1938 |title=22 Hurt In Jersey In Tube Line Crash; |url=https://www.nytimes.com/1938/11/27/archives/22-hurt-in-jersey-in-tube-line-crash-300-shaken-as-switch-engine.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On April 26, 1942, a six-car H&M train derailed at Exchange Place. Five people were killed and 222 more were injured. A subsequent investigation found that the motorman was intoxicated.{{Cite news |date=April 29, 1942 |title=Charge In Crash Upheld |language=en-US |work=The New York Times |url=https://www.nytimes.com/1942/04/29/archives/charge-in-crash-upheld-chemical-test-indicates-jersey-motorman-was.html |access-date=June 12, 2018 |issn=0362-4331}}
• On December 17, 1945, a seven-car H&M train collided with a steel barrier on the Dock Bridge west of Harrison, killing the motorman and injuring 67 passengers.{{Cite web |date=December 19, 1945 |title=Wreck Inquiry In Jersey Today |url=https://www.nytimes.com/1945/12/19/archives/wreck-inquiry-in-jersey-today-two-groups-to-hold-a-joint.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On December 13, 1958, an H&M train rear-ended another one at Journal Square, injuring 30 passengers, none seriously.{{Cite web |date=December 15, 1958 |title=H.&M. Crash Hurts 30 |url=https://www.nytimes.com/1958/12/15/archives/h-m-crash-hurts-30-one-train-runs-into-another-at-journal-square.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On October 16, 1962, 26 people were injured in a crash between two H&M trains at Hudson Terminal.{{Cite news |date=October 16, 1962 |title=26 Hurt in Crash of 2 Tubes Trains; One Rams Into Back End of Second in Hudson Station --3 Persons in Hospital |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/10/16/archives/26-hurt-in-crash-of-2-tubes-trains-one-rams-into-back-end-of-second.html |access-date=October 2, 2020 |issn=0362-4331}}
• On July 23, 1963, a PATH train collided with a PRR engine east of Harrison, killing two passengers and injuring 28 more.{{Cite web |date=July 25, 1963 |title=5 Inquiries Opened in Jersey In Tube-Train Crash Killing 2; None of Crew Hurt |url=https://www.nytimes.com/1963/07/25/archives/5-inquiries-opened-in-jersey-in-tubetrain-crash-killing-2-none-of.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}{{Cite web |date=July 24, 1963 |title=Newark Advocate Newspaper Archives, Jul 24, 1963 |url=https://newspaperarchive.com/newark-advocate-jul-24-1963-p-1/ |access-date=June 17, 2019 |website=newspaperarchive.com |language=en}}
• On January 11, 1968, a rear-end accident at Journal Square injured 100 of the approximately 200 combined passengers on the two trains, 25 of them seriously.{{Cite web |date=January 12, 1968 |title=100 Injured as PATH Train Smashes Into a Second in Jersey City |url=https://www.nytimes.com/1968/01/12/archives/100-injured-as-path-train-smashes-into-a-second-in-jersey-city-100.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On October 21, 2009, a PATH train crashed into a bumper block at the end of the platform at 33rd Street. Approximately 13 of the 450 people on board suffered minor injuries; two crew members and five passengers were hospitalized. An investigation by the Port Authority determined that the cause was human error.{{Cite news |last=Sulzberger |first=A.G. |author-link=A.G. Sulzberger |date=October 21, 2009 |title=13 Injured in PATH Train Crash Near Herald Square |language=en-US |work=The New York Times |url=https://cityroom.blogs.nytimes.com/2009/10/21/path-train-crash/ |access-date=July 17, 2019 |issn=0362-4331}}
• On May 8, 2011, a PATH train crashed into a bumper block at Hoboken Terminal, injuring 34 people;{{Cite news |last1=Cowan |first1=Alison Leigh |last2=Secret |first2=Mosi |date=May 8, 2011 |title=Dozens Injured as Train Crashes in New Jersey |language=en-US |work=The New York Times |url=https://www.nytimes.com/2011/05/09/nyregion/dozens-injured-as-train-crashes-in-new-jersey.html |access-date=May 8, 2011 |issn=0362-4331}}{{Cite web |last1=Matarese |first1=Jennifer |last2=Hosea |first2=Dan |date=May 8, 2011 |title=PATH train crashes into platform at Hoboken Terminal |url=https://abc7ny.com/archive/8118721/ |work=WABC |url-status=live |archive-url=https://web.archive.org/web/20110510132422/http://abclocal.go.com/wabc/story?section=news%2Flocal%2Fnew_jersey&id=8118721 |archive-date=May 10, 2011 |access-date=May 8, 2011}} the NTSB said the train engineer failed to control the speed of the train as it entered the station.{{Cite web |date=November 5, 2012 |title=Collision of Port Authority Trans-Hudson Train with Bumping Post at Hoboken Station (RAR1205) |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/RAR1205.pdf |access-date=January 5, 2024 |website=ntsb.gov |publisher=National Transportation Safety Board}}{{Cite web |date=September 30, 2016 |title=Hoboken Train Crash Kills 1 and Injures Over 100 |url=https://www.nytimes.com/2016/09/30/nyregion/new-jersey-transit-train-crash-hoboken.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}
• On October 10, 2019, a PATH train derailed and collided with the platform at Newark Penn Station. No one was on the train at the time.{{Cite web |date=October 11, 2019 |title=Minor derailment at Newark Penn Station causes delays on PATH trains |url=https://abc7ny.com/5609338/ |access-date=October 14, 2019 |website=ABC7 New York}}{{Cite web |last=Sheldon |first=Chris |date=October 10, 2019 |title=PATH train derails in Newark, delays expected during evening commute |url=https://www.nj.com/news/2019/10/path-train-derails-in-newark-delays-expected-during-evening-commute.html |access-date=October 14, 2019 |website=nj}}

• A train near Exchange Place caught fire on June 3, 1982, injuring 28 people.{{Cite news |last=Associated Press |date=June 4, 1982 |title=28 hurt battling PATH fire |pages=A4 |work=Nyack Journal News |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FNyack%2520NY%2520Journal%2520News%2FNyack%2520NY%2520Journal%2520News%25201982%2FNyack%2520NY%2520Journal%2520News%25201982%2520d%252001841_1.pdf |access-date=June 15, 2018 |via=Fultonhistory.com}}
• Part of the ceiling at Journal Square fell onto the platform on August 8, 1983, killing two and injuring 12.{{Cite web |last=Narvaez |first=Alfonso A. |date=August 9, 1983 |title=CEILING CRASHES AT PATH CENTER, KILLING 2 AND INJURING 8 IN JERSEY |url=https://www.nytimes.com/1983/08/09/nyregion/ceiling-crashes-at-path-center-killing-2-and-injuring-8-in-jersey.html |access-date=June 12, 2018 |website=The New York Times |language=en-US |issn=0362-4331}}{{Cite news |last=Associated Press |date=August 9, 1983 |title=Probe begins in PATH disaster |pages=6 |work=Yonkers Herald Statesman |url=http://fultonhistory.com/Newspaper%2010/Yonkers%20NY%20Herald%20Statesman/Yonkers%20NY%20Herald%20Statesman%201983%20Grayscale/Yonkers%20NY%20Herald%20Statesman%201983%20a%20Grayscale%20-%204962.pdf |access-date=June 15, 2018 |via=Fultonhistory.com}} A subsequent investigation found that the ceiling collapse had occurred due to the station's poor design, bad supervision procedures during construction, and inadequate maintenance.{{Cite web |last=Narvaez |first=Alfonso A. |date=June 20, 1984 |title=CEILING COLLAPSE LINKED TO FAULTS FOUND IN DESIGN |url=https://www.nytimes.com/1984/06/20/nyregion/ceiling-collapse-linked-to-faults-found-in-design.html |access-date=July 17, 2019 |website=The New York Times |language=en-US |issn=0362-4331}}
• In July 2006, an alleged plot to detonate explosives in the Downtown Hudson Tubes (initially said to be a plot to bomb the Holland Tunnel) was uncovered by the FBI. According to officials, this plan was unsound due to the strength of both tunnels, as well as various restrictions in both the Holland Tunnel and the PATH system. Three of the eight planners were arrested.{{Cite web |last=Schippert |first=Steve |date=July 7, 2006 |title=ThreatsWatch.Org: InBrief: Foreign Plot to Bomb Holland Tunnel Thwarted – Updated |url=http://inbrief.threatswatch.org/2006/07/foreign-plot-to-bomb-holland-t/ |access-date=December 29, 2017 |website=threatswatch.org |archive-date=August 12, 2021 |archive-url=https://web.archive.org/web/20210812050757/http://inbrief.threatswatch.org/2006/07/foreign-plot-to-bomb-holland-t/ |url-status=dead }}
• On January 7, 2013, an escalator at Exchange Place suddenly reversed itself, resulting in five injuries. After the incident, all of the escalators in the PATH system were inspected.{{Cite web |last=Henry |first=Samantha |date=January 7, 2013 |title=5 injured in escalator accident at NJ rail station |url=https://apnews.com/bc96902669174a429c00f6b300624dba |access-date=July 17, 2019 |website=AP NEWS}}{{Cite web |last=Cawthon |first=Erinn |date=January 7, 2013 |title=Escalator's sudden reverse injures 5 at commuter train station |url=https://www.cnn.com/2013/01/07/us/new-jersey-escalator-accident/index.html |access-date=July 17, 2019 |website=CNN}}

{{Portal|New York City|New Jersey|Trains}}

• Transportation in New Jersey
• Transportation in New York City
• List of metro systems
• PATCO Speedline, a similar rapid transit/commuter line connecting South Jersey to Philadelphia

{{Reflist|30em}}

{{Refbegin}}

• {{Cite web |last=Brennan |first=Joseph |title=Abandoned stations |url=http://www.columbia.edu/~brennan/abandoned/}}
• {{Cite book |last=Carleton |first=Paul |title=The Hudson & Manhattan Railroad Revisited |publisher=D. Carleton Railbooks |year=1990}}

{{Refend}}

{{Commons category|Port Authority Trans-Hudson}}

{{attached KML|display=inline,title}}

• {{Official website}}
• {{HAER |survey=NJ-44 |id=nj0967 |title=PATH Transit System Bridge |photos=6 |data=2 |cap=1}}
• {{HAER |survey=NJ-108 |id=nj1608 |title=Hudson and Manhattan Railroad Repair Shops |photos=12 |data=13 |cap=1 |link=no}}

{{PATH (rail system)}}

{{PANYNJ navbox}}

{{Hudson County Transportation Network}}

{{Transportation in New York City|state=autocollapse}}

{{New York metro area rail}}

{{USSubway}}

{{Authority control}}

Category:1908 establishments in New Jersey

Category:600 V DC railway electrification

Category:Electric railways in New Jersey

Category:Electric railways in New York (state)

Category:Pennsylvania Railroad

Category:Railroad tunnels in New Jersey

Category:Railroad tunnels in New York City

Category:Railway lines opened in 1908

Category:Rapid transit in New Jersey

Category:Rapid transit in New York (state)

Category:Transportation in the New York metropolitan area

Category:Underground rapid transit in the United States