Santiago Calatrava-World Trade Centre Transportation Hub

Santiago Calatrava is one of the most famous and expressive designers in the world. His unique ideas he has developed identifying constructions leaving an impressible footprint.
In 2008 Calatrava was appointed as the new architect who’d design the new PATH station for the World Trade Centre site. The Transportation Hub is composed of a train station with a large and open mezzanine under the National September 11 Memorial plaza. This mezzanine is connected to an aboveground head house structure, called the Oculus, located between the two WTC’s. The station is designed to connect the PATH to the NYC subway and to facilitate a below ground east-west passageway connecting to various modes of transport.
The PATH’s new design-commonly identified as the Oculus-has been described as, “eye-popping and consisting of ribs of steel.”
World Trade Centre is a terminal station situated in lower Manhattan for PATH rail service.

The PATH’s initial identity was the Hudson and Manhattan Railroad. (Aka H&M). The blueprints were within accessible reach of consideration in 1874, however the required structure wasn’t classified as safe to fit and expand under the Hudson River. With a mutual recognition as to what structure would cater for weight, weather conditions, and such….construction began on the existing tunnels in 1890. However, due to disputes over pay, they abruptly stopped when funds ran out. Construction resumed in 1900 under a new, sturdy, ambitious, and motivational, young man by the name of William Gibbs McAdoo-a lawyer who had moved to New York from Tennessee. McAdoo remained and later became the president of what was known, for many years, as the H&M.
The far north of the first tunnel was built without an excavation shield or iron construction because of the chief of engineer of that time, Dewitt Haskin, believed that the river silt was strong enough to maintain the tunnel’s form-with the help of compressed air-temporarily until a 76cm brick lining could be constructed. Haskin’s plan of action was to excavate the tunnel first, and then once empty, fill it with compressed air to expel any remaining water; holding the iron plate lining in place. The tunnel was built successfully-approximately 1,200 feet from Jersey City. A disaster that resulted in the loss of 20 workers meant the project came to an end.
In 1902, third time lucky perhaps, the construction on the tunnels began again-this time under another chief engineer Charles M. Jacobs. Jacob’s structural design-on paper-was applauded with a much more positive belief that this new method would work. Tubular cast iron plating was appointed first, then an enormous mechanical shield was pushed through the silt at the bottom of the river. The stubborn mud was then displaced into many a sections that made easier work in it being placed into a chamber, where it was then later shovelled away from the progressing construction. For the most stubborn mud the silt was baked with kerosene torches to make-way for an easier removal. The southern part of the tunnel was constructed in the same fashion. The tunnels were completed in 1906. A second lot of tunnels was built 1 ¼ miles south of the first pair. Again, they were completed in 1906 and was also formed with the latter methods. The tunnels were made to separate each track-with the finalising purpose of a better ventilating area.
So, when a train passes through the tunnel it pushes out the air in front of it toward the closest ventilation shaft in front, and “sucks-in” the air to the tunnel from the closest ventilation shaft behind it.
On the 19th July, 1909, the first service was announced between Hudson Terminal in Lower Manhattan and exchange Place in Jersey City through the downtown tubes. The connecting line between exchange place and the junction near Hoboken Terminal was opened on the 2nd August, 1909.
The project that connected the uptown Manhattan extension to 33rd St and the westward extension to the now-defunct Manhattan Transfer and Park Place Newark terminus was complete in 1911.

In the mid-20th century, the lines connecting Newport and Exchange place were eventually closed and demolished. Many meetings took place not long after in the attempt to negotiate more terminal connections. However, the majority of those were turned down.
In the 1950s H&M began to heavily fall into the arms of bankruptcy, yet despite this, continued to operate. This caused them much embarrassment and when asking out for more links authorities were not keen on assuming any partnership given the money-losing situation.
The construction of the World Trade Centre helped shake hands within the three parties. The port Authority agreed to purchase and maintain the Tubes in return for the rights to build the World Trade Centre on the land occupied by H&M’s Hudson Terminal-the lower Manhattan terminus.
In 1962 the Hudson and Manhattan railroad was completed and began service.
With the successful increasing riders using the PATH system it was a given that infrastructures needed expanding and rehabilitation to secure the weight and locations.
In December, 1992, a severe storm was liable for extensive flooding within the PATH tunnels-this hugely effected any incoming wage with the services out of bounds for ten days.
A large section of a ceiling in the PATH station collapsed and trapped many citizens when the World Trade Centre was targeted by a terrorist attack.
From the 9/11 attacks some areas within the station, including the floor and the signage on the northeast corner were only lightly damaged in the collapse of the WTC. Prior the collapse, the station had been closed and any passengers remaining were evacuated by an already stationed train.
PATH service at Lower Manhattan was restored with a new $323 million second station opened on the 23rd November, 2003. Many areas within the stations are divided by initial construction and that of recent modifications. It no longer has heating or air conditioning system installed.
On the 7th July, 2006, a rumour to detonate explosives in the PATH tunnels was uncovered by the FBI.
“””On July 7, 2006, an alleged plot to detonate explosives in the PATH tunnels (initially said to be a plot to bomb the Holland Tunnel) was uncovered by the Federal Bureau of Investigation. The plot included the detonation of a bomb that could significantly destroy and flood the tunnels, endangering all the occupants and vehicles in the tunnel at the time of the explosion. The terror planners believed that Lower Manhattan could, as a result of the explosion, be flooded due to river water surging up the remaining tunnel after the blast. Officials say that this plan was unsound due to the strength of the tunnels. Since semi-trailer trucks are currently not allowed to pass through the Holland Tunnel, and it was unfeasible to carry such a bomb on board a PATH train, it was very difficult to get sufficient explosives into the tunnel to accomplish the plan. If the tunnel were to explode and allow water from the Hudson River to flood the (Holland) tunnel, Lower Manhattan would be spared since the area is 2–10 feet (0.61–3.05 m) above sea level. Of the eight planners based in six different countries, three were arrested”””-Google search site!
In January 2010, Siemens announced PATH would be spending a further $321 million to upgrade its signal system using Siemens. The idea is to eliminate any chaos between trains and its times to cater for increase passengers.
On the 8th May, 2011, a PATH train crashed into a platform injuring 34 of its passengers.

29th October, 2012: PATH was suspended due to Hurricane Sandy. The terminals were out of bounds for another 10 days as a result of the damage caused by the hurricane. A video, captured from security cameras within the PATH were shared socially amongst webpages.
Once the hurricane had died down and normality began again the re-opening of the terminals were welcomed with a longer service time and extensive journeys.
On the 7th January, 2013, an escalator at exchange place reversed itself resulting in five people being hurt.

PATH terminals have been setting scenes for music videos, adverts, and TV Programs.
Recently, Spanish Architect. Santiago Calatrava, designed The World Trade centre Transportation Hub which opened to the public in March, 2016. The terminal design is that of an elliptical winged pavilion, serving as the main concourse. Below the ground are many networks of pathways and many links to the rail and subway lines.
The purpose of the design is to represent a bird in flight. It is against white walls that resembles ribs and has an ultimate skeletal appearance. The initial idea was to have an operable roof, so that the pavilion’s two wings could move up and down.
Inside the building, on operable skylight stretches near 330 feet along the curved roof. The skylight will be opened on warm days and will definitely be open on 11th September of every up-coming year.
The oval-shaped piazza is paved with chosen marble flooring and has two levels of retail space. Both western and eastern sides feature viewing platforms. The retail areas are still under construction and are expected to open by August, 2016.
Natural light combing with the sculptural form gives beauty to the building.
The Western part of the station is still undergoing construction work.
The exterior was completed first with the interior still being worked on.
Calatrava unveiled his designs in 2004 with a staggering $3.9 billion estimate in the project’s cost. The cost was double the original estimate. Calatrava was proud of his participation in what he described as, “complex and unique”