The Hudson & Manhattan Railroad (Hudson Tubes) actually predates the New York City Subway. Originally planned in 1873, technology for boring of the tunnels under the Hudson River did not yet exist. Construction on the tunnels began in 1883 and lasted until 1890, when finances were exhausted. Construction would resume in 1900 until completion.

   The Hudson & Manhattan Railroad, when completed; linked most of the Class 1 passenger railroad terminals located on the Hudson River shoreline: the Delaware, Lackawanna & Western and the Erie Railroad terminals located in Hoboken; and the Pennsylvania, Central Railroad of New Jersey and Lehigh Valley Railroad in Jersey City. Of course, only the Pennsylvania RR and the  New York Central RR enjoyed direct service into Manhattan via Penn Station at 33rd Street and Grand Central Terminal respectively.

   With the H&M tunnels completed by 1906; stations, lighting and finishing work was at a stage to allow non-revenue test trains in late 1907.

   Revenue service officially commenced between Hoboken, NJ and 19th Street, Manhattan, NY; at midnight on February 26, 1908; with President Theodore Roosevelt pressing a button in the White House that turned on the electricity in the uptown tubes. This was strictly symbolic as a train carrying passengers and officials had run over the line the previous day.

   An northward extension of the line in Manhattan from 19th Street to 23rd Street, opened in June 1908.

   Commencing in July 1909, service began between the Hudson Terminal in Lower Manhattan and Exchange Place in Jersey City, through the "downtown tubes". The connection between Exchange Place and the junction near Hoboken Terminal opened two weeks later, forming the basic route for the Hoboken - Hudson Terminal (present day service: Hoboken to World Trade Center).

   A new service running between 23rd Street, Midtown Manhattan to the Hudson Terminal in Lower Manhattan; was instituted in September 1909. This circuitous route required a passenger on board a train to board in Manhattan, travel into New Jersey, and then back into Manhattan.

   Approximately a year after that, the railroad line in New Jersey was extended west from Exchange Place to Grove Street, and the 23rd Street to Hudson Terminal line was rerouted to Grove Street, becoming part of the current Journal Square–33rd Street line.

   A fourth line, Grove Street to Hudson Terminal (present day PATH: Newark - World Trade Center line), was also created.

   In November 1910, the Manhattan line was extended northwards again, this time from 23rd Street to 33rd Street.

   The Grove Street - Hudson Terminal line was extended west from Grove Street to Manhattan Transfer in October 1911. The Park Place (NJ) terminal opened on November 26, 1911, after the Hudson & Manhattan extended its line westward from Grove Street in Jersey City to Summit Avenue, Manhattan Transfer, and over the Centre Street Bridge to Newark.

   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 Hudson & Manhattan Railroad was "considered" complete, but additional stations were added in the coming years.

   Summit Avenue (now known as Journal Square), and located between Grove Street and Manhattan Transfer; opened in April 1912 on the Newark - Hudson Terminal line, though only one platform was in use at the time of opening. This station was completed by February 1913, allowing service from 33rd Street to terminate here. The last station, at Harrison, NJ; opened a month later in March 1913.

   On June 20, 1937, the Park Place Terminal was closed, after the H&M tracks were realigned to serve the new Newark Penn Station further west, and this would become the westernmost reach of the H&M system.

   This map shows the routes in service (solid red lines) and the anticipated extensions of 1912 (dashed red lines) and of which never came to fruition:


   Several route extensions quickly followed, along with passenger connections to the New York Subway System. After several decades of service, ridership reached a record setting milestone of 113,000,000 million passengers in 1927.

   Thereafter ridership began to fall: the Holland Tunnel was opened that same year and the convenience of direct automobile travel into or off of Manhattan had begun (Prior to this, a ferry ride would be required). Successive Hudson River crossings compounded the decline in passengers, with the opening of the George Washington Bridge (1931), the Lincoln Tunnel (1937) drew even more ridership away from the the H&M.

   In December 1937 the 28th Street was closed due to it's proximity to the 33rd Street station.

   This map shows the routes and stations in service in 1947:


   In August 1954, another station was closed: 19th Street and ownership of the H&M entered receivership, and operations were conducted under bankruptcy protection commencing on December 4, 1954; a trustee was appointed to the the Hudson & Manhattan Railroad, Herman T. Stichman. He would hold this position of trustee, until PATH takeover.

   By the early 1960's, the Port Authority of New York and New Jersey, which operated the Hudson River vehicular crossings was planning to construct the the World Trade Center. (History continued in the PATH chapter)




   The Hudson & Manhattan Railroad used a vastly different system of fare tariffs, than that say of other transit systems throughout New York City / New York City Transit Authority; where one flat fare allowed you to go anywhere the New York City subway (and the exception to this was the Rockaways which was a double fare until 1975).

   The Hudson & Manhattan utilized a tiered system based on the destination and direction of the passenger;
   
   The reason for this tiered system of fares was because it was nearly impossible to determine the final stop of a passenger without a conductor. As the stations were close together in New Jersey as well as Manhattan, there was insufficient time for a conductor to have "worked" a train (either selling and/or collecting tickets from each passenger on the train, like most commuter or long distance operations can.)

   This, could lead to an unscrupulous passenger saying to a ticket clerk at Newark at time of purchase, "I'm going to get off at Journal Square", and then go to Manhattan instead.

   So prepayment of the full fare for the maximum distance was the answer, and then the issuance of a refund coupon for those passengers not going the full distance; ensured no passenger went further than they were supposed to, as well as ensured no passenger was overcharged for a non-interstate trip.

   The tier based system, also charged an additional fare for traveling north of Christopher Street on the Sixth Avenue segment.

   So to recap (and if I understand this correctly):

• the base fare from any station in New Jersey to another station in New Jersey (intrastate) - 5 cents
• from one point in New York to another point in New York (intrastate) - 2 cents
• an additional fare for New Jersey to Christopher Street, New York (interstate) - 5 cents 

   To make matters more complicated, there were originally two different fares based on direction of travel in Manhattan: going uptown cost more that going downtown, and when the H&M RR line was extended to Newark Penn Station, the fare to or from Newark - Penn Station regardless of destination or origin point was a flat 40 cents, as service was shared with the Pennsylvania Railroad.

Hudson & Manhattan Railroad: 1907 - 1962
	reverse same as obverse	June 26, 1946 through November 26, 1946 - 9 cents (11 tokens for $1.00) (all passengers) 16mm, copper (cadmium?) plated, H cut out Atwood-Coffee NY630AJ
		November 26, 1946 through March 19, 1950 - 10 cents (ticketed passengers only) 18mm, bronze, hub token - 9mm hub, 5mm hole Atwood-Coffee NY630AL
	reverse same as obverse	March 19, 1950 to December 13, 1951 - 15 cents (unticketed passengers) 16mm, copper nickel, H cut out Atwood-Coffee NY630AH
These two tokens (the one above ▲ and the one below ▼) were used concurrently.
	reverse same as obverse	March 19, 1950 to December 13, 1951 - 15 cents (ticketed passengers only) 16mm, brass, solid Atwood-Coffee NY630AI
	reverse same as obverse	December 13, 1951 - 20 cents (all passengers) 16mm, brass plated, H cut out Atwood-Coffee NY630AK

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Daily Tickets - 2 cents
2 Cent - 1908-1921 33rd Street, Manhattan, NY Rand McNally 2" x 1"			2 Cent - 1908-1921 Treasurers Account Rand McNally 2" x 1"
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Daily Tickets - 5 cents
		.....
5 cent - 1908-1921 Hoboken, NJ Rand McNally 2" x 1"			5 cent - 1908-1921 Penn Station, Jersey City, NJ Rand McNally 2" x 1"
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5 cent - 1908-1921 Church Street - 1 M. B. Brown P & B Co. 2" x 1"			5 cent - 1908-1921 US Government Rand McNally 2" x 1"
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Block Ticket - 8 cents
	8 cents (redacted) - ca. 1938? Exchange Place - A Rand McNally 2½" x 1⅝" This ticket evidences that the holder is entitled to ride on trains of this Company to the face value hereof or to refund of that amount upon application to Agent at any stationof the Company. If cash refund is desired holder wil sign below. It appears the numeral 8 was blocked out upon signature refund of the 8 cents.

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15 Day Excursion
Church Street Station, Manhattan, NY - August 29, ???? (1917-1920) United States Railroad Administration - during World War I K. B. Conger, General Manager Rand McNally 2 3/4" x 1 7/8"			Church Street Station, Manhattan, NY - May 24, 1927 Oren Root, President Rand McNally 2 3/4" x 1 7/8"
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			Hudson Terminal - June 26, 1937 Carl S. Klumpp, President & General Manager Rand McNally
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33rd Street - October 13, 1933 Carl S. Klumpp, President & General Manager Rand McNally			Hudson Terminal - August 23, 1936 Half Fare Carl S. Klumpp, President & General Manager Rand McNally
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23rd Street - November 15, 1924 Oren Root, President Rand McNally
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33rd Street - January 7, 1930 Oren Root, President Rand McNally
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Grove Street Station, NJ - February 20, 1928 Oren Root, President Rand McNally
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Hoboken Station, NJ - August 3, 1927 Oren Root, President Rand McNally
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14th Street, Manhattan, NY - January 28, 1934 Carl S. Klumpp, President & General Manager Rand McNally
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14th Street, Manhattan, NY - February 12, 1927 Oren Root, President Rand McNally
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Christopher Street, Manhattan, NY - October 23, 1926 Oren Root, President Rand McNally
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			intentionally left blank	intentionally left blank
33rd Street Station, Manhattan, NY - August 6, 1919 United States Railroad Administration - during World War I K. B. Conger, General Manager Rand McNally 2 3/4" x 1 7/8"
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33rd Street Station, Manhattan, NY - March 10, 1933 C. D. Emmons, President Rand McNally 2 3/4" x 1 7/8"

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30 Day Excursion
Church Street Station, Manhattan, NY - March 17, 1915 Wilbur C. Fisk, President & General Manager Rand McNally 2 3/4" x 1 7/8"			1/2 Fare Grove Street Station, NJ - October 14, 1917 Wilbur C. Fisk, President & General Manager Rand McNally 2 3/4" x 1 7/8"
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			intentionally left blank	intentionally left blank
Lackawanna Terminal - Hoboken, NJ - December 28, 1914 Wilbur C. Fisk, President & General Manager Rand McNally 2 3/4" x 1 7/8"
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Church Street Station - February 1, 1918 P. Fisk, President & General Manager Rand McNally
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9th Street Station - July 7, 1931 C. D. Emmons, President Rand McNally			Erie Terminal - December 16, 1925 Oren Root, President Rand McNally
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33rd Street Station - November 10, 1932 C. D. Emmons, President Rand McNally			Church Street Station- November 24, 1929 Oren Root, President Rand McNally
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Grove Street Station, NJ - August 13, 1926 Oren Root, President Rand McNally			Lackawanna Terminal, NJ - January 19, 1935 C. D. Emmons, President Rand McNally
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14 Street, Manhattan, NY - March or May 7, 1926 Oren Root, President Rand McNally			23rd Street, Manhattan, NY - July 16, 1927 Oren Root, President Rand McNally
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Christopher Street Station, Manhattan, NY - June 1926 Oren Root, President Rand McNally			Hoboken Station, NJ - July 28,  Oren Root, President Rand McNally
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Pennsylvania Station, Manhattan, NY - September 6, 1926 Oren Root, President Rand McNally

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Good for One Year
19th Street Station, Manhattan, NY J. J. Fritsch, Comptroller Rand McNally 2 3/4" x 1 7/8"			33rd Street Station, Manhattan, NY - unoknown date J. J. Fritsch, Comptroller Rand McNally 2 3/4" x 1 7/8"

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First Class
Erie Terminal - November 28, 1917 Wilbur C. Fisk, President & General Manager Rand McNally			9th Street Station - September 28, 1917 Wilbur C. Fisk, President & General Manager Rand McNally
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33rd Street, Manhattan, NY Wilbur C. Fisk, President & General Manager Rand McNally

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Receipts
	F. H. Sillick; Comptroller

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Pennsylvania RR Coupon for travel from Newark to Harrison	Joint receipt issued by the Pennsylvania Railroad to show that a passenger has paid the extra fare for travel on the Hudson & Manhattan Railroad line.
4 1/16" x 1 3/16"	4 7/8" by 1 3/4"

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New Jersey Issues
3 cent refund coupon - August 1 (ca. 1938-1941) Erie & Pavonia Avenue Station C. S. Klumpp, President & General Manager Rand McNally & Co.
	.....
5 cent refund coupon - February 12 (pre-1951) Henderson Street / Grove Street Station J. J. Fritsch, comptroller Rand McNally & Co.
10 cent refund coupon June 19/20 (post-1951) Henderson Street / Grove Street Station Rand McNally & Co. J. J. Fritsch, comptroller 5 7/16" x 2" w/ PM stub
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Refund Coupon - April 29 (ca. 1956) Journal Square Herman T. Stichman, trustee F. U. Masterson, comptroller Rand McNally & Company
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New York Issues
November 11, 1937
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4 15/16" x 1 13/16"

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