Hoboken Terminal
Hoboken Terminal | |||||||||||||||||||||||||||||||||||||||||||||||||||
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Construction | |||||||||||||||||||||||||||||||||||||||||||||||||||
Platform levels | 2 | ||||||||||||||||||||||||||||||||||||||||||||||||||
Bicycle facilities | 88 spaces | ||||||||||||||||||||||||||||||||||||||||||||||||||
Accessible | Yes | ||||||||||||||||||||||||||||||||||||||||||||||||||
Other information | |||||||||||||||||||||||||||||||||||||||||||||||||||
Station code | HOB 20496, 20497 (NJT Bus)[1] | ||||||||||||||||||||||||||||||||||||||||||||||||||
Fare zone | 1 | ||||||||||||||||||||||||||||||||||||||||||||||||||
History | |||||||||||||||||||||||||||||||||||||||||||||||||||
Opened | February 25, 1907 | ||||||||||||||||||||||||||||||||||||||||||||||||||
Electrified | September 3, 1930[2] | ||||||||||||||||||||||||||||||||||||||||||||||||||
Passengers | |||||||||||||||||||||||||||||||||||||||||||||||||||
2022 | 13,124 (average weekday)[3] (NJT) | ||||||||||||||||||||||||||||||||||||||||||||||||||
2022 | 4,049,929[3] (PATH) | ||||||||||||||||||||||||||||||||||||||||||||||||||
Services | |||||||||||||||||||||||||||||||||||||||||||||||||||
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Erie-Lackawanna Railroad Terminal at Hoboken | |||||||||||||||||||||||||||||||||||||||||||||||||||
Location | On the Hudson River at the foot of Hudson Place, Hoboken, New Jersey | ||||||||||||||||||||||||||||||||||||||||||||||||||
Coordinates | 40°44′6″N 74°1′39″W / 40.73500°N 74.02750°W | ||||||||||||||||||||||||||||||||||||||||||||||||||
Area | 4 acres (2 ha) | ||||||||||||||||||||||||||||||||||||||||||||||||||
Built | 1907 | ||||||||||||||||||||||||||||||||||||||||||||||||||
Architect | Kenneth MacKenzie Murchison | ||||||||||||||||||||||||||||||||||||||||||||||||||
Architectural style | Beaux-Arts neoclassicism | ||||||||||||||||||||||||||||||||||||||||||||||||||
NRHP reference No. | 73001102[4] | ||||||||||||||||||||||||||||||||||||||||||||||||||
Added to NRHP | July 24, 1973 |
Hoboken Terminal is a
More than 50,000 people use the terminal daily, making it the
The rail and ferry terminal buildings were constructed in 1907 by the Delaware, Lackawanna and Western Railroad, a former Class 1 railroad. In 1930, Thomas Edison was at the controls for the first departure of a regular-service electric multiple unit train from Hoboken Terminal to Montclair. In 1973 the terminal building was added to the New Jersey Register of Historic Places and the National Register of Historic Places.
Hoboken Terminal is considered a milestone in American transportation development, initially combining rail, ferry, subway, streetcar and pedestrian services. Later, bus and light-rail services were added to the terminals. Another feature of the terminal's design is the terminal's 225-foot (69 m) clock tower. The tower was replaced by a radio tower that stood for more than half a century, until being removed in June 2006,[5] when it was replaced with a new clock tower modeled after the original.
History
19th century
The site of the terminal had been used since colonial times to link Manhattan Island and points west.[6] In 1811, the first steam-powered ferries began called Hoboken Ferryboats service under John Stevens, an inventor who founded Hoboken.[7] In 1889, due to several complaints through The New York Times, changes were made to the service such as bigger boats for passengers, and more trips.[8]
The coming of the railroads brought more and more travelers to the west bank of the
20th century
The facility that was in the place of the Hoboken Terminal caught fire and burned down in 1905 after the Hopatcong a ferry docked at the terminal, caught fire at midnight which spread to the original facility. The Delaware, Lackawanna and Western Railroad decided to build another large terminal since they had more than enough funds to do so. The new facility was planned by William Truesdale who worked to modernize the DL&W railroad.[10][11] The rail and ferry terminal buildings were constructed in 1907 by the Delaware, Lackawanna and Western Railroad.[12][13]
The following year, the railroad opened the second parallel tunnel. Both tunnels are still used by NJ Transit.
In 1930,
In 1914, George A. Cullen, the Passenger Traffic Manager for the Delaware, Lackawanna and Western Railroad, stated that Hoboken Terminal handled more than 17 million railroad passengers, and 18 million additional ferry passengers.[18]
In 1942, the clock tower of the terminal was removed to reclaim the copper to use it in World War II. After the war, Hoboken suffered another blow when automobile and air travel rose to prominence at the expense of the railroads. Amtrak started operating in 1971, and by then intercity services by the then merged Erie and DL&W railroads stopped operating out of Hoboken. The final train between Hoboken and Chicago departed the night of January 5, 1970, and arrived January 6 in Chicago's Dearborn Station.[10]
Despite the difficulties of the railroad industry which culminated in bankruptcy for many railroads through the 1970s, the terminal has always been an essential link for New York-bound commuters, which saved it from the threat of demolition. The popular disapproval of the razing of the nearby
Numerous
At the peak of intercity rail service, five passenger terminals were operated by competing railroad companies along the
In October 1956, four years before its merger with the DL&W to form the
Ferry service from the terminal to lower Manhattan ended on November 22, 1967,[25] due to declining ridership and revenues.[26] It resumed in 1989 on the south side of the terminal and moved back to the restored ferry slips inside the historic terminal on December 7, 2011.[27][28]
In 1973 the terminal building was added to the New Jersey Register of Historic Places[12] and the National Register of Historic Places.[29]
In 1990, the New Jersey Historic Preservation Bond Program gave a grant of $400,000 towards repairs and restoration of the Terminal. In 1991, another grant of $300,000 was given. The money was used towards repairing the ferry terminal's roof, and clerestory.[30]
In 1999, the New Jersey Devils' proposed to build an arena atop the Hoboken Terminal which would be on the Hudson waterfront. The proposal never went through.[31]
21st century
On August 14, 2003, amid the Northeast blackout of 2003, PATH and NJ Transit Rail Operations were unable to operate anywhere including Hoboken Terminal. Commuters from New Jersey used the NY Waterway ferry to Hoboken Terminal as an alternative, and passengers said it was so packed it caused concern.[32] Operations of PATH and NJ Transit trains resumed the morning of the August 15 with the use of diesel trains.[33]
Access to the Region's Core (ARC) was a proposed commuter-rail project to add new rail tunnels under the Hudson River, but the plan was canceled in 2010. In 2013, the New Jersey General Assembly passed a resolution supporting the extension of New York City Number 7 subway into Secaucus as a cheaper alternative to the proposed ARC tunnel.[34][35] The plans never went through despite the idea being revived as possibly being a part of, or along with, the Gateway project which also proposes new tunnels, and bridges over the Hudson river.[36][37]
A renovation that lasted from 2005 to 2009 demolished and rebuilt walls to resemble their original appearance; the terminal's clock tower was rebuilt as well along with the original neon-lit Lackawanna sign.[38][10]
The station was badly damaged during Hurricane Sandy on October 29, 2012. A 5-foot (1.5 m) storm surge inundated the facility; the water rose as high as 8 feet (2.4 m) in the PATH tunnels. Daytime PATH service to midtown Manhattan was restored on December 19. The waiting room reopened in January 2013, while extensive repairs were still in progress.[39][40] Pre-Sandy service patterns were gradually restored by March 1, 2013.[41][42][43]
As of 2017, the station was the ninth-busiest railway station in North America.[44][45]
On October 5, 2022, officials broke ground on Hoboken Connect, a projected five-year project to renovate the Terminal and its immediate vicinity. The plans call for erecting a 20-story commercial building at 5 and 23 Hudson Place and a 27-story, 389-unit residential building on Observer Highway.[46] Planned improvements to Warrington Plaza include movable seats and modular structures for public use. The ferry terminal will be renovated to add retail space and bicycle storage on the ground floor, while commercial space on its second floor would be constructed to house either transport functions, or tenants such as markets, eateries, or areas for arts and culture.[47] In March 2024, the NJ Transit board awarded a $211 million contract to Schiavone Construction for the construction of six tracks and three platforms, as well as a $2 million contract to Voestalpine Railway Systems Nortrak for trackwork.[48]
Accidents
In December 1985, an NJ Transit train crashed into the concrete bumper at Hoboken Terminal, injuring 54. The 1985 crash was said to have been caused by a lubricant that had been applied to the tracks to test train wheels.[49]
In May 2011, a PATH train crashed into a bumper block at Hoboken Terminal, injuring 34 people;[50][51] the Port Authority said the train came in too fast.[52]
On the morning of September 29, 2016, an NJ Transit
Design
Hoboken Terminal is considered a milestone in American transportation development, initially combining rail, ferry, subway,
The station is unusual for a New York City area commuter railroad terminal in that it still has low-level platforms, requiring passengers to use stairs on the train to board and alight. The Long Slip Fill and Rail Enhancement project is anticipated to add three high level accessible-accessible platforms to the south side of the terminal. The project will modify the Long Slip which is a 2,000-foot (610 m) former barge canal adjacent to the Hoboken Terminal Yard. This is to eliminate it as a conduit for flood water.[60]
The terminal's 225-foot (69 m) clock tower was designed by architect Kenneth Murchison, and originally built with the terminal.[59]: 2 Its copper cladding was intended to provide a dramatic decorative effect. By the post-World War II period, this patina had been lost to wind erosion, and was removed in about 1950 following a storm. The tower was replaced by a radio tower that stood for more than half a century, until being removed in June 2006, when it was replaced with a new clock tower modeled after the original, down to the same copper cladding, albeit with a more modern steel and aluminum infrastructure. The second tower includes a clock with 12-foot (3.7 m) diameter faces and 4-foot-high (1.2 m) copper letters, which spell out "LACKAWANNA", whose fiber optic technology allow them to be lit from dusk to midnight.[61]
The large main
Services
Commuter rail
Hoboken Terminal is the terminus and namesake for NJ Transit's Hoboken Division, which consists of commuter rail lines in northern New Jersey.[64]
- Bergen County Line
- Main Line
- Meadowlands Rail Line (event service)
- Pascack Valley Line
- Montclair-Boonton Line
- Morris and Essex Lines
- Port Jervis Line
- Raritan Valley Line (one inbound morning weekday train only)
Access to other NJ Transit rail lines is available at
Rapid transit
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PATH trains provide 24-hour service from a three-track underground terminal located north of the surface platforms.[68] Two routes are offered on weekdays during the day, and one route is offered on late nights, weekends and holidays. Entrances are from the main concourse or street, below the Hudson Place bus station with both an elevator and stairs. Travel to Newark Penn Station always requires a transfer, as does weekday service to Journal Square Transportation Center.[69]
Light rail
Hoboken | |||||||||||||||||||
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HBLR platform at tracks H1 and H2 | |||||||||||||||||||
Construction | |||||||||||||||||||
Accessible | Yes | ||||||||||||||||||
Other information | |||||||||||||||||||
Fare zone | 1 | ||||||||||||||||||
Services | |||||||||||||||||||
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Hoboken Terminal is the terminus for two of the three
Ferry
Ferry service is operated by
Bus service
Ten routes operated by
Route
Former named trains
Name | Operators | Destination | Year begun | Year discontinued |
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Atlantic Express and Pacific Express | Erie-Lackawanna |
Chicago, Illinois | 1885, but started departing from Hoboken in 1956 | 1965 |
Chicago Limited |
Lackawanna Railroad | DLW terminal in New York Central train to Chicago , the westbound counterpart to the Lackawanna Limited |
1917 | 1941 |
Erie Limited | Erie-Lackawanna |
Chicago, Illinois | Began in 1929, but started departing from Hoboken in 1956 | 1963 |
Lake Cities | Erie-Lackawanna |
Chicago, Illinois | Began in 1939, but started departing from Hoboken in 1956 | 1970 |
Lackawanna Limited |
Lackawanna Railroad | Buffalo, until 1941 continuing to Chicago | 1901 | 1949 |
Merchants Express | Lackawanna Railroad | Scranton | 1937 | 1959 |
New York Mail | Erie-Lackawanna via Nickel Plate Road |
Buffalo, continuing to Chicago | 1937 | 1968 |
New Yorker/Westerner | Erie-Lackawanna via Nickel Plate Road |
Buffalo, continuing to Chicago | 1936 | 1963 |
Owl | Erie-Lackawanna via Nickel Plate Road |
St. Louis |
1919 | 1968 |
Phoebe Snow |
Erie-Lackawanna |
DL&W Terminal, Buffalo | 1949 | 1966 |
Pocono Express | Lackawanna Railroad | Buffalo | 1936 | 1965[79] |
Scrantonian | Lackawanna Railroad | Scranton | 1942 | 1952 |
Twilight | Lackawanna Railroad | Buffalo | 1950 | 1965[79] |
Environs and access
Though the passenger facilities are located within Hoboken, large parts of the infrastructure that supports them are located in
In media
The station has been used for film shoots, including Funny Girl, Three Days of the Condor, Once Upon a Time in America, The Station Agent, The Curse of the Jade Scorpion,[83] Julie & Julia, Kal Ho Naa Ho, Rod Stewart's "Downtown Train" video (1990) and Eric Clapton's video for his 1996 single "Change the World".[84]
References
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The natural barrier which has separated New York from New Jersey since those States came into existence was, figuratively speaking, wiped away at 3:40½ o'clock yesterday afternoon when the first of the two twin tubes of the McAdoo tunnel system was formally opened, thus linking Manhattan with Hoboken, and establishing a rapid transit service beneath the Hudson River.
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External links
Google Maps Street View | |
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Hudson Place and River Street entrance to PATH | |
Stairs and elevator to PATH on Hudson Place | |
PATH platforms | |
Waiting room | |
Commuter rail platforms | |
Light rail platforms | |
Ferry pier |
- NJT rail station information page for Hoboken Terminal
- DepartureVision real time train information for Hoboken Terminal
- NJT Hudson–Bergen Light Rail station information page for Hoboken Terminal
- Metro-North station page for Hoboken
- PATH station details Archived November 29, 2019, at the Wayback Machine
- Hoboken Terminal Website
- Historic American Engineering Record (HAER) No. NJ-59, "Delaware, Lackawanna and Western Railroad and Ferry Terminal, Ferry Slips and Bridges"
- HAER No. NJ-135-A, "Delaware, Lackawanna and Western Railroad Freight and Rail Yard, Long Slip Canal"
- HAER No. NJ-135-B, "Delaware, Lackawanna and Western Railroad Freight and Rail Yard, Multiple Unit Light Inspection Shed"