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Holland Tunnel

February 15, 2024

The Holland Tunnel is a vehicular tunnel under the Hudson River that connects Hudson Square and Lower Manhattan in New York City in the east to Jersey City, New Jersey in the west. The tunnel is operated by the Port Authority of New York and New Jersey and carries Interstate 78. The New Jersey side of the tunnel is the eastern terminus of NJ Route 139. The Holland Tunnel is one of three vehicular crossings between Manhattan and New Jersey; the two others are the Lincoln Tunnel and George Washington Bridge.

Holland Tunnel
Eastbound in the Holland Tunnel in December 2019
Overview
Other name(s)Holland Vehicular Tunnel
Hudson River Vehicular Tunnel
Canal Street Tunnel
LocationJersey City, New Jersey–Lower Manhattan, New York City
Route
 I-78 Toll (full length)
Route 139 (NJ side)
CrossesHudson River
Operation
OpenedNovember 13, 1927; 96 years ago (1927-11-13)
OperatorPort Authority of New York and New Jersey
Toll(Eastbound only) As of January 7, 2024:
  • Cars $17.63 (Tolls-by-Mail)
  • $15.38 for Peak (E-ZPass)
  • $13.38 for Off-peak (E-ZPass)
  • (Peak hours: Weekdays: 6–10 a.m., 4–8 p.m.; Sat. & Sun.: 11 a.m. – 9 p.m.)
These toll rates:
[1]
Vehicles per day89,792 (2016)[2]
Technical
Length8,558 feet (2,608.5 m) (westbound)
8,371 feet (2,551.5 m) (eastbound)
No. of lanes4
Tunnel clearance12.6 feet (3.84 m)
Width20 feet (6.1 m)
Depth of tunnel below water level93 feet (28.3 m) below MHW
Route map
Route map of the Holland Tunnel
Holland Tunnel
Video of an eastbound trip through the tunnel
LocationJersey City, New Jersey and Lower Manhattan, New York City
Built1920
ArchitectClifford Holland
NRHP reference No.93001619
NYSRHP No.06101.007028
Significant dates
Added to NRHPNovember 4, 1993[3]
Designated NHLNovember 4, 1993
Designated NYSRHPNovember 4, 1993

Plans for a fixed vehicular crossing over the Hudson River were first devised in 1906. However, disagreements prolonged the planning process until 1919, when it was decided to build a tunnel under the river. Construction of the Holland Tunnel started in 1920, and it opened in 1927. At the time of its opening, it was the longest continuous underwater tunnel for vehicular traffic in the world.

The Holland Tunnel was the world's first mechanically ventilated tunnel. Its ventilation system was designed by Ole Singstad, who oversaw the tunnel's completion. Original names considered for the tunnel included Hudson River Vehicular Tunnel and Canal Street Tunnel, but it was ultimately named the Holland Tunnel in memory of Clifford Milburn Holland, its initial chief engineer who died suddenly in 1924 prior to the tunnel's opening.

Description edit

Tubes edit

The Holland Tunnel is operated by the Port Authority of New York and New Jersey.[4] It consists of a pair of tubes with 29.5-foot (9.0 m) diameters, running roughly parallel to each other and 15 feet (4.6 m) apart underneath the Hudson River. The exteriors of each tube are composed of a series of cast iron rings, each of which comprises 14 curved steel pieces that are each 6 feet (1.8 m) long. The steel rings are covered by a 19-inch-thick (48 cm) layer of concrete.[3]: 3 

Each tube provides a 20-foot (6.1 m) roadway with two lanes and 12 feet 6 inches (3.81 m) of vertical clearance. The north tube is 8,558 feet (2,608 m) between portals, while the south tube is slightly shorter, at 8,371 feet (2,551 m).[3]: 3 [4] If each tube's immediate approach roads are included, the north tube is 9,210 feet (2,807 m) long and the south tube 9,275 feet (2,827 m) long.[3]: 3  Most vehicles carrying hazmats, trucks with more than three axles, and vehicles towing trailers cannot use the tunnel. There is a width limit of 8 feet (2.4 m) for vehicles entering the tunnel.[5]

Both tubes' underwater sections are 5,410 feet (1,650 m) long and are situated in the silt beneath the river.[3]: 3  The lowest point of the roadways is about 93 feet (28.3 m) below mean high water. The lowest point of the tunnel ceiling is about 72 feet (21.9 m) below mean high water.[4][6][7] The tubes descend at a maximum grade of 4.06% and ascend at a grade of up to 3.8%.[7] The tubes stretch an additional 1,000 feet (300 m) from the eastern shoreline to the New York portals, and 500 feet (150 m) from the western shoreline to the New Jersey portals.[3]: 4 

These sections of the tunnel are more rectangular in shape, since they were built as open cuts that were later covered over.[3]: 4  The walls and ceiling are furnished with glazed ceramic tiles, which were originally engineered to minimize staining.[7] The majority of the tiles are white, but there is a two-tile-high band of yellow-orange tiles at the bottom of each tube's walls, as well as two-tile-high band of blue tiles on the top.[3]: 4 [8]

The northern tube, which carries westbound traffic, originates at Broome Street in Lower Manhattan between Varick and Hudson Streets. It continues to 14th Street east of Marin Boulevard in Jersey City. The southern tube, designed for eastbound traffic, originates at 12th Street east of Marin Boulevard, and surfaces at the Holland Tunnel Rotary in Manhattan.[6] The entrance and exit ramps to and from each portal are lined with granite and are 30 feet (9.1 m) wide.[3]: 5  Although the two tubes' underwater sections are parallel and adjacent to each other, the tubes' portals on either side are located two blocks apart in order to reduce congestion on each side.[9][3]: 4 

The Holland Tunnel's tubes initially contained a road surface made of Belgian blocks and concrete. This was replaced with asphalt in 1955.[3]: 5  Each tube contains a catwalk on its left (inner) side, raised 4 feet (1.2 m) above the roadway.[6] Five emergency-exit cross-passages connect the two tubes' inner catwalks.[3]: 6  When the Holland Tunnel opened, the catwalk was equipped with police booths and a telephone system, stationed at intervals of 250 feet (76 m).[9]

The volume of traffic going through the Holland Tunnel has remained steady despite tight restrictions on eastbound traffic in response to the September 11 attacks, including a ban on commercial traffic entering New York City put in place after an August 2004 threat.[10][11] Aside from a sharp decline immediately following the September 11 attacks, the number of vehicles using the Holland Tunnel in either direction daily steadily declined from a peak of 103,020 daily vehicles in 1999 to 89,792 vehicles in 2016.[2]: 218  As of 2017, the eastbound direction of the Holland Tunnel was used by 14,871,543 vehicles annually.[12]

The Holland Tunnel was designed by Clifford Milburn Holland, the project's chief engineer, who died in October 1924, before it was completed.[13] He was succeeded by Milton Harvey Freeman, who died less than a year after Holland did.[14][15] Ole Singstad then oversaw the completion of the tunnel.[16][14] The tunnel was designated a National Historic Civil and Mechanical Engineering Landmark in 1982[17] and a National Historic Landmark in 1993.[18][19][20][21]

Emergency services at the Holland Tunnel are provided by the Port Authority Police Department, who are stationed at the Port Authority's crossings.[22][23]

Ventilation edit

The Holland Tunnel was the first mechanically ventilated underwater vehicular tunnel in the world. It contains a system of vents that run transverse, or perpendicular, to the tubes.[7][24][25] Each side of the Hudson River has two ventilation shaft buildings: one on land, and one in the river approximately 1,000 feet (300 m) from the respective shoreline. All of the ventilation buildings have buff brick facades with steel and reinforced-concrete frames.[3]: 5 [26][14]

The shafts within the river rise 107 feet (33 m) above mean high water. Their supporting piers descend 45 feet (14 m), of which 40 feet (12 m) are underwater and 5 feet (1.5 m) are embedded in the riverbed.[3]: 5 [24] The river shafts double as emergency exits by way of shipping piers that connected each ventilation shaft to the shoreline.[3]: 6  The New York Land Ventilation Tower, a five-story building with a trapezoidal footprint, is 122 feet (37 m) tall. The New Jersey Land Ventilation Tower is a four-story, 84-foot (26 m) building with a rectangular perimeter.[3]: 5 

The four ventilation towers contain a combined 84 fans. Of these, 42 are intake fans with varying capacities from 84,000 to 218,000 cubic feet (2,400 to 6,200 m3) per minute. The other 42 are exhaust fans, which can blow between 87,500 and 227,000 cubic feet (2,480 and 6,430 m3) per minute.[14][6] At the time of the tunnel's construction, two-thirds of the 84 fans were being used regularly, while the other fans were reserved for emergency use.[27] The fans blow fresh air into ducts, which provide air intake to the tunnel via openings at the tubes' curbside. The ceiling contains slits, which are used to exhaust air.[3]: 5 [24][25] The fans can replace all of the air inside the tunnel every 90 seconds. A forced ventilation system is essential because of the poisonous carbon monoxide component of automobile exhaust, which constituted a far greater percentage of exhaust gases before catalytic converters became prevalent.[3]: 6 [28][29]

Boyle Plaza edit

The approach to the Holland Tunnel in Jersey City begins where the lower level of NJ Route 139 and the Newark Bay Extension merge. On May 6, 1936, the section of what became Route 139/I-78 between Jersey Avenue and Marin Boulevard was named in memory of John F. Boyle, the former interstate tunnel commissioner.[30] Despite being part of the Interstate Highway System, I-78 and Route 139 run concurrently along 12th and 14th Street Streets to reach the Holland Tunnel. Westbound traffic uses 14th Street while eastbound traffic uses 12th Street. The plaza was restored and landscaped by the Jersey City government in 1982.[31]

There is a nine-lane toll plaza for eastbound traffic only at the eastern end of 12th Street, just west of the tunnel portal.[4] The original toll plaza had eight lanes;[9] it was renovated in 1953–1954,[32][3]: 6  and the current nine-lane tollbooth was constructed in 1988.[33][3]: 6 

 
The Jersey City entrance during rush hour in May 2010

Holland Tunnel Rotary edit

 
A 1973 aerial view of the rotary with parked buses. A fifth exit was added in 2004.

Soon after construction of the tunnel, and amid rising vehicular traffic in the area, a railroad freight depot, St. John's Park Terminal, was abandoned and later demolished. The depot was located on the city block bounded by Laight, Varick, Beach, and Hudson Streets.[34] The depot's site was used as a storage yard until the 1960s when it became a circular roadway for traffic exiting the eastbound tube in Manhattan.[35][36]

The original structure had four exits, but the plaza was renovated in the early 2000s with landscaping by Studio V Architecture[37] and Ives Architecture Studio.[38] A fifth exit was added in 2004.[39][40]

Freeman Plaza edit

 
A bust of Clifford Milburn Holland, the tunnel's first chief engineer, at the Holland Tunnel's entrance

Originally used as the toll plazas for New Jersey-bound traffic, the small triangular patches of land at the mouth of the westbound tube entrance are referred to as Freeman Plaza or Freeman Square. The plaza is named after Milton Freeman, the engineer who took over the Holland Tunnel project after the death of Clifford Milburn Holland.[41] The Freeman Plaza received its name just before the tunnel opened in 1927. The toll plaza was removed circa 1971 when the Port Authority stopped collecting tolls for New Jersey-bound drivers, and the square was later fenced off by the Port Authority.[3]: 7 [42] The small maintenance buildings for toll collectors were removed around 1982 or 1983.[3]: 7  A bust of Holland sits outside the entrance to the westbound tube in Freeman Plaza.[43]: 16 

A business improvement district for the area, the Hudson Square Connection, was founded in 2009 with the goal of repurposing the square for pedestrian use.[42][44] Hudson Square Connection and the Port Authority collaborated to create a five-year, $27 million master plan for Freeman Plaza.[45] In 2013, Freeman Plaza West was opened to the public. Bounded by Hudson, Broome, and Watts Streets, it features umbrellas, bistro tables and chairs, and tree plantings.[46]

In 2014, Freeman Plaza East and Freeman Plaza North were opened on Varick and Broome Streets, respectively. The plazas contained chaise longues, bistro tables, and umbrellas.[47] In 2016, the Hudson Square Connection added solar powered charging stations to both plazas, and introduced a summer lunchtime music series, called live@lunch.[48] A statue by the artist Isamu Noguchi was also installed within the plaza.[49] To the south of Freeman Plaza, between Varick, Watts, and Canal Streets is One Hudson Square, a New York City designated landmark in 2013.[50]

History edit

Need for vehicular tunnel edit

Until the first decade of the 20th century, passage across the lower Hudson River was possible only by ferry.[51]: 10 [3]: 9  The first tunnels to be bored below the Hudson River were for railroad use. The Hudson & Manhattan Railroad, now PATH, constructed two pairs of tubes to link the major railroad terminals in New Jersey with Manhattan Island: the Uptown Hudson Tubes, which opened in 1908,[51]: 21 [52] and the Downtown Hudson Tubes, which opened in 1909.[53] The Pennsylvania Railroad's twin North River Tunnels, constructed to serve the new Pennsylvania Station, opened in 1910.[51]: 37 [54] The construction of these three tunnels proved that tunneling under the Hudson River was feasible.[51]: 10  However, although train traffic was allowed to use the tunnel crossings, automotive traffic still had to be transported via ferry.[3]: 9 

At the same time, freight traffic in the Port of New York and New Jersey was mostly carried on boats, but traffic had grown to such a point that the boats were at full capacity, and some freight started going to other ports in the United States. To alleviate this, officials proposed building a freight railroad tunnel, but this was blocked by the organized syndicates that held influence over much of the port's freight operations.[43]: 9–10  The public learned of the excessive traffic loads on existing boat routes, as well as the limited capacity of the H&M and North River Tunnels, when the surface of the Hudson River froze in winter 1917, and again when Pennsylvania Railroad workers went on strike in winter 1918.[43]: 11–13 [3]: 9  One engineer suggested that three freight railroad tunnels would be cheaper to construct than one bridge.[55]

Planning edit

Initial plans edit

In 1906, the New York and New Jersey Interstate Bridge Commission, a consortium of three groups, was formed to consider the need for a crossing across the Hudson River between New York City and New Jersey.[56] That year, three railroads asked the commission to consider building a railroad bridge over the river.[57] In 1908, the commission considered building three bridges across the Hudson River at 57th, 110th, and 179th Streets in Manhattan. The reasoning was that bridges would be cheaper than tunnels.[58] These three locations were considered to be the only suitable locations for suspension bridges; other sites were rejected on the grounds of aesthetics, geography, or traffic flows.[56][59] John Vipond Davies, one of the partners for the consulting firm Jacobs and Davies (which had constructed the Uptown Hudson Tubes), wanted to build a vehicular tunnel between Canal Street, Manhattan, and 13th Street, Jersey City. This proposal would compete with the six-lane suspension bridge at 57th Street.[60] Some plans provided for the construction of both the bridge and the tunnel.[60][61] The ferries could not accommodate all of the 19,600 vehicles per day, as of 1913, that traveled between New York and New Jersey.[61] The Bridge Commission hosted several meetings to tell truck drivers about the details of both the 57th Street Bridge and Canal Street Tunnel plans.[62]

The United States Department of War brought up concerns about the 57th Street bridge plans: the span would need to be at least 200 feet (61 m) above the mean high water to avoid interfering with shipping.[43]: 13  By comparison, the tunnel would be 95 feet (29 m) below mean water level.[61] The Interstate Bridge Commission, which had been renamed the New York State Bridge and Tunnel Commission in April 1913,[63][64] published a report that same month, stating that the Canal Street tunnel would cost $11 million while the 57th Street bridge would cost $42 million.[59] In October 1913, Jacobs and Davies stated that a pair of tunnels, with each tube carrying traffic in one direction, would cost only $11 million, while a bridge might cost over $50 million. The low elevation and deep bedrock of Lower Manhattan was more conducive to a tunnel than to a bridge.[43]: 13–14 [65][66] By the end of that year, the consulting engineers for both the 57th Street Bridge and the Canal Street Tunnel had submitted their plans to the Bridge and Tunnel Commission.[67] New York City merchants mainly advocated for the tunnel plan, while New Jerseyans and New York automobile drivers mostly supported the bridge plan.[68] Meanwhile, the New York State Bridge and Tunnel Commission indicated that it favored the Canal Street tunnel plan. On the other hand, the 57th Street bridge plan remained largely forgotten.[66][67]

The Public Service Commission of New Jersey published a report in April 1917, stating that the construction of a Hudson River vehicle tunnel from Lower Manhattan to Jersey City was feasible.[69] That June, following this report, Walter Evans Edge, then Governor of New Jersey, convened the Hudson River Bridge and Tunnel Commission of New Jersey, which would work with the New York Bridge and Tunnel Commission to construct the new tunnel.[43]: 15 [70] In March 1918, a report was sent to the New York State Legislature, advocating for the construction of the tunnel as soon as possible.[71] That year, six million dollars in funding for the Hudson River Tunnel was proposed in two bills presented to subcommittees of the United States Senate and House of Representatives.[72][71] The bill was voted down by the Interstate Commerce Committee before it could be presented to the full Senate.[73]

Plans approved edit

 
Clifford Milburn Holland, the tunnel's initial engineer and for which it is named, in 1919

The original plans for the Hudson River tunnel were for twin two-lane tubes, with each tube carrying traffic in a single direction.[56] A request for proposals for the tunnel was announced in 1918, and eleven such requests were considered.[43]: 15 [74] One of these proposals, authored by engineer George Goethals, was for a bi-level tube.[56][75] A modification of Jacobs and Davies' 1913 plan,[71] the Goethals proposal specified that each level would carry three lanes of traffic, and that traffic on each level would run in a different direction.[43]: 15 [75] Goethals stated that his plan would cost $12 million and could be completed in three years.[76] Subsequently, John F. O'Rourke offered to build the tunnel for $11.5 million.[77] Goethals cited the area's freight traffic as one of the reasons for constructing the tube.[71] His proposal would use a 42-foot (13 m) diameter shield to dig the tunnel.[56][77][78] This large tunnel size was seen as a potential problem, since there were differences in the air pressure at the top and the bottom of each tunnel, and that air pressure difference increased with a larger tunnel diameter. Five engineers were assigned to examine the feasibility of Goethals's design.[78] In July 1919, President Woodrow Wilson ratified a Congressional joint resolution for a trans-Hudson tunnel,[3]: 9  and Clifford Milburn Holland was named the project's chief engineer.[14] Holland stated that, based on the construction methods used for both pair of tubes, including the downtown pair, it should be relatively easy to dig through the mud on the bottom of the Hudson River, and that construction should be completed within two years.[79]

The federal government refused to finance the project, even in part, and so it fell to the states to raise the funds.[56] In June 1919, U.S. Senator and former New Jersey governor Edge presented another iteration of the Hudson River Tunnel bill to the U.S. Senate, where it was approved.[80] The New York and New Jersey governments signed a contract in September 1919, in which the states agreed to build, operate, and maintain the tunnel in partnership.[43]: 16 [81] The contract was signed by the states' respective tunnel commissions in January 1920.[82]

Under Holland's plan, each of the two tubes would have an outside diameter of 29 feet (8.8 m) including exterior linings, and the tubes would contain two-lane roadways with a total width of 20 feet (6.1 m).[74][83] One lane would be for slower traffic, and the other would be for faster traffic. This contrasted with Goethals's plan, wherein the three roadways would have had a total width of 24.5 feet (7.5 m), only a few feet wider than Holland's two-lane roadways.[84] Additionally, according to Holland, the 42-foot-wide tube would require the excavation of more dirt than both 29-foot tubes combined: two circles with 29-foot diameters would have a combined area of 5,282.2 square feet (490.73 m2), while a circle with a 42-foot diameter would have an area of 5,541.8 square feet (514.85 m2).[43]: 17 [56][84] The more northerly westbound tube would begin at Broome and Varick Streets on the Manhattan side and end at the now-demolished intersection of 14th and Provost Streets on the New Jersey side. The more southerly eastbound tube would begin at the still-intact intersection of 12th and Provost Streets in Jersey City, and end at the south side of Canal Street near Varick Street.[74] By way of comparison, Goethals's plan would have combined the entrance and exit plazas on each side.[43]: 18  The Motor Truck Association of America unsuccessfully advocated for three lanes in each tube.[85]

Even though Goethals's method of digging had not been tested, he refused to concede to Holland's proposal, and demanded to see evidence that Holland's proposal would work.[43]: 18  The New York and New Jersey Tunnel Commission subsequently rejected Goethals's plan in favor of a twin-tube proposal that Holland had devised, which was valued at around $28.7 million.[74][83] When Goethals asked why, the commission responded that Goethals's proposal had never been tested; that it was too expensive; and that the tunnel plans had many engineering weaknesses that could cause the tube to flood.[86] Additionally, while a tube with three lanes in each direction would be able to handle more traffic than a tube with two lanes, projections showed that traffic on the tunnel's approach roads could barely handle the amount of traffic going to and from the two-lane tubes, and that widening the approach roads on each side would cost millions of dollars more.[84] The commission then voted to forbid any further consideration of Goethals's plan.[87] Holland defended his own plan by pointing out that the roadways in Goethals's plan would not only feature narrower road lanes, but also would have ventilation ducts that were too small to ventilate the tube efficiently.[88]

In May 1920, the New Jersey Legislature voted to approve the start of construction, overriding a veto from the New Jersey governor.[89] The same month, the New York governor signed a similar bill that had been passed in the New York legislature.[90] The legislature of New Jersey approved a $5 million bond issue for the tunnel in December 1920.[91]

Construction edit

The first bid for constructing the Hudson River Tunnel, a contract for digging two of the tunnel's eight planned shafts, was advertised in September 1920.[92] A groundbreaking for the Hudson River Tunnel's ventilation shaft, which marked the official start of construction on the tunnel, occurred on October 12, 1920, at Canal and Washington Streets on the Manhattan side.[93] However, further construction of the Hudson River Tunnel was soon held up due to concerns over its ventilation system.[94] There was also a dispute over whether the New York City government should pay for street-widening projects on the New Jersey side.[95] Further delays arose when the New York and New Jersey tunnel commissions could not agree over which agency would award the contract to build the construction and ventilation shafts.[96]

Ventilation system edit

 
1985 shot of the tower at the New York Land Ventilation Building, one of four such towers
 
The Hudson River ventilation tower in Jersey City

The most significant design aspect of the Holland Tunnel is its ventilation system; it is served by four ventilation towers designed by Norwegian architect Erling Owre.[97] At the time of its construction, underwater tunnels were a well-established part of civil engineering, but no long vehicular tunnels had been built, as all of the existing tunnels under New York City waterways carried only railroads and subways. These tubes did not have as much of a need for ventilation, since the trains that used the tubes were required to be electrically powered, and thus emitted very little pollution.[3]: 10 [94] On the other hand, the traffic in the Holland Tunnel consisted mostly of gasoline-driven vehicles, and ventilation was required to evacuate the carbon monoxide emissions, which would otherwise asphyxiate the drivers.[3]: 10 [98]: 181–202 [99] There were very few tunnels at that time that were not used by rail traffic; the most notable of these non-rail tunnels, the Blackwall Tunnel and Rotherhithe Tunnel in London, did not need mechanical ventilation.[3]: 10  However, a tunnel of the Hudson River Tunnel's length required an efficient method of ventilation, so Chief Engineer Singstad pioneered a system of ventilating the tunnel transversely (perpendicular to the tubes).[16][100]

In October 1920, General George R. Dyer, the chairman of the New York Tunnel Commission, published a report in which he wrote that Singstad had devised a feasible ventilation system for the Hudson River Tunnel.[94] Working with Yale University, the University of Illinois, and the United States Bureau of Mines, Singstad built a test tunnel in the bureau's experimental mine at Bruceton, Pennsylvania, measuring over 400 feet (122 m) long, where cars were lined up with engines running. Volunteer students were supervised as they breathed the exhaust in order to confirm air flows and tolerable carbon monoxide levels by simulating different traffic conditions, including backups.[25][100] The University of Illinois, which had hired the only professors of ventilation in the United States, built an experimental 300-foot-long (91 m) ventilation duct at its Urbana campus to test air flows.[100][101] In October 1921, Singstad concluded that a conventional, longitudinal ventilation system would have to be pressurized to an air flow rate of 27 cubic meters per second (953 cu ft/s) along the tunnel.[25] On the other hand, the tunnel could be adequately ventilated transversely if the compartment carrying the tube's roadway was placed in between two plenums. A lower plenum below the roadway floor could supply fresh air, and an upper plenum above the ceiling could exhaust fumes at regular intervals.[25][24]

Two thousand tests were performed with the ventilation system prototype.[14] The system was determined to be of sufficiently low cost, relative to the safety benefits, that it was ultimately integrated into the tunnel's design.[100] By the time the tunnel was in service, the average carbon monoxide content in both tunnels was 0.69 parts per 10,000 parts of air. The highest recorded carbon monoxide level in the Holland Tunnel was 1.60 parts per 10,000, well below the permissible maximum of 4 parts per 10,000.[7][98] The public and the press proclaimed air conditions were better in the tubes than in some streets of New York City; after the tunnel opened, Singstad stated that the carbon monoxide content in the tubes were half of those recorded on the streets.[98][102]

Tunnel boring edit

 
Construction of Holland Tunnel on November 25, 1922
 
Construction on the tunnel in 1923

The ventilation system and other potential issues had been resolved by December 1921, and officials announced that the tunnel would break ground the following spring.[103] Builders initially considered building a trench at the bottom of the Hudson River and then covering it up, but this was deemed infeasible because of the soft soil that comprised the riverbed, as well as the heavy maritime traffic that used the river.[3]: 11  Officials started purchasing the properties in the path of the tunnel's approaches, evicting and compensating the tenants "without delay" so that construction could commence promptly.[104] A bid to construct the tubes was advertised, and three firms responded.[105] On March 29, 1922, the contract to dig the tubes was awarded to the lowest bidder, Booth & Flinn Ltd., for $19.3 million.[106] The materials that were necessary to furnish the Hudson River Tunnel had already been purchased, so it was decided to start work immediately.[107] Construction on the bores began two days later as workers broke ground for an air compressor to drive the tubes. The ceremony for the air compressor was held at the corner of Canal Street and West Side Highway on the Manhattan side.[108] The workers who were performing the excavations, who were referred to as "sandhogs", were to dig each pair of tubes from either bank of the Hudson River, so that the two sides would eventually connect somewhere underneath the riverbed. The tunnel was to be 9,250 feet (2,820 m) long between portals, and the roadway was to descend to a maximum depth of 93 feet (28 m) below mean high water level.[107]

The start of construction for the tubes from the New Jersey side was delayed because the Hudson River Vehicular Tunnel Commission had not yet acquired some of the land for the project.[109] Although Jersey City officials had insisted that the Tunnel Commission widen 12th and 14th Streets in Jersey City,[110] these officials were involved in a disagreement over sale prices with the Erie Railroad, which owned some of the land that was to be acquired for the street widening. As a result, work on the Hudson River Tunnel was delayed by one year and could not be completed before 1926 at the earliest.[109] Work on the New Jersey side finally started on May 30, 1922, after Jersey City officials continued to refuse to cede public land for the construction of the tunnel's plazas. The Jersey City Chamber of Commerce wrote a letter that denounced this action, since the New Jersey Tunnel Commission's members on the Hudson River Tunnel Commission had not been notified of the groundbreaking until they read about it in the following day's newspapers.[111] In mid-June, a state chancellor made permanent an injunction that banned Jersey City officials from trying to preclude construction on the Hudson River Tunnel.[112] The Hudson River Tunnel Commission ultimately decided that Jersey City would not have its own groundbreaking celebration due to the city's various efforts at blocking the tunnel's construction.[113] However, although Jersey City officials had been primarily accused of delaying construction, officials from both states had wanted the Tunnel Commission to widen the approach streets to the Hudson River Tunnel as part of the construction process.[114]

For the project, six tunnel digging shields were to be delivered.[107] These shields comprised cylinders whose diameters were wider than the tunnel bores, and these cylinders contained steel plates of various thicknesses on the face that was to be driven under the riverbed.[26] Four of the shields would dig the Hudson River Tunnel under the river, while the remaining two shields would dig from the Hudson River west bank to the Jersey City portals. They could dig through rock at a rate of 2.5 feet (0.76 m) per day, or through mud at a daily rate of 5 to 6 feet (1.5 to 1.8 m). The air compressors would provide an air pressure of 20 to 45 pounds per square inch (140 to 310 kPa).[115] The shovels used to dig the tunnel were provided by the Marion Power Shovel Company,[116] while the six digging shields were built by the Merchants Shipbuilding Corporation.[117] The air compressor was completed in September 1922, and the first shield was fitted into place in the Manhattan side's construction shaft. By this point, the shafts on the New Jersey side were being excavated, and two watertight caissons were being constructed.[118][26]

The shield started boring in late October of that year after the steel plates that were necessary for the shield's operation had been delivered.[119] The first permanent steel-rings lining the tubes were laid a short time afterward.[120] The caissons were completed and launched into the river in December,[121] and after the caissons were outfitted with the requisite equipment such as airlocks,[26] tugboats dropped the caissons into place in January 1923.[122] Officials projected that at this rate of progress, the tunnel would be finished within 36 months, by late 1926 or early 1927.[123]

Tunnel construction required the sandhogs to spend large amounts of time in the caisson under high pressure of up to 47.5 pounds per square inch (328 kPa), which was thought to be necessary to prevent river water from entering prior to completion of the tubes.[124] The caissons were massive metal boxes with varying dimensions, but each contained 6-foot-thick (1.8 m) walls.[26] Sandhogs entered the tunnel through a series of airlocks, and could only remain inside of the tunnel for a designated time period. On exiting the tunnel, sandhogs had to undergo controlled decompression to avoid decompression sickness or "the bends", a condition in which nitrogen bubbles form in the blood from rapid decompression.[124][125] The rate of decompression for sandhogs working on the Hudson River Tunnel was described as being "so small as to be negligible".[126] Sandhogs underwent such decompressions 756,000 times throughout the course of construction, which resulted in 528 cases of the bends, though none were fatal.[127] The tunnel's pressurization caused other problems, including a pressure blowout in April 1924 that flooded the tube.[128][125]

Due to the geology of the Hudson River, the shields digging from the New Jersey side were mostly being driven through mud, and so could be driven at a faster rate than the shields from the New York side, which were being dug through large rock formations. When workers tried to dig through the Manhattan shoreline, they had encountered several weeks of delay due to the existence of an as-yet-unrecorded granite bulkhead on the shoreline.[129] In September 1923, after having proceeded about 1,100 feet (340 m) from the Manhattan shoreline, workers encountered a sheet of Manhattan schist under the riverbed, forcing them to slow shield digging operations from 12.5 feet per day (3.8 m/d) to less than 1 foot per day (0.30 m/d). This outcropping was fed from a stream in Manhattan that emptied into the Hudson River. The sandhogs planned to use small explosive charges to dig through the rock shelf without damaging the shield.[130] By December 1923, about 4,400 feet (1,300 m) of each tube's total length had been excavated, and the first of the shields had passed through the underwater shafts that had been sunk during construction.[129] Due to these unexpected issues, the cost estimate for the tunnel was increased from $28 million to $42 million in January 1924.[131] By March 1924, all seven of the ventilation shafts had been dug, and three of the four shields that were digging underwater had passed through their respective underwater construction shafts, with the fourth shield nearing its respective shaft.[126]

Workers also performed tests to determine whether they could receive radio transmissions while inside the tunnel. They found that they were able to receive transmissions within much of the Hudson River Tunnel.[132] However, a New Jersey radio station later found that there was a spot in the middle of the tunnel that had no reception.[133]

The cost of the project increased as work progressed. In July 1923, the New York and New Jersey Vehicular Tunnel Commission had revised plans for the entrance and exit plazas on each side to accommodate an increase in traffic along Canal Street on the Manhattan side. The commission had spent $2.1 million to acquire land.[134] Further redesigns were made in January 1924 due to a change of major components in the tunnel plan, including tunnel diameters and ventilation systems, which had increased the cost by another $14 million.[134]

Nearing completion edit

 
The Jersey City entrance to the tunnel in March 2015
 
Aerial view of Lower Manhattan with cars entering the Holland Tunnel (foreground) in March 2017

The two ends of both tubes were scheduled to be connected to each other at a ceremony on October 29, 1924, in which President Calvin Coolidge would have remotely set off an explosion to connect the tunnel's two sides.[135] However, two days before the ceremony, Holland died of a heart attack at the sanatorium in Battle Creek, Michigan, aged 41. Individuals cited in The New York Times attributed his death to the stress associated with overseeing the tunnel's construction. The ceremony was postponed out of respect for Holland's death.[136]

The tunnel was ultimately holed through on October 29, but it was a nondescript event without any ceremony.[17] On November 12, 1924, the Hudson River Vehicular Tunnel was renamed the Holland Tunnel by the two states' respective tunnel commissions.[137] Holland was succeeded by Milton Harvey Freeman, who died of pneumonia in March 1925, after several months of overseeing the project.[14][15] After Freeman's death, the position was occupied by Ole Singstad, who oversaw the tunnel's completion.[16][14]

As part of the tunnel project, one block of Watts Street in Manhattan was widened to accommodate traffic heading toward the westbound tube.[138] Sixth Avenue was also widened and extended between Greenwich Village and Church Street. Ten thousand people were evicted to make way for the Sixth Avenue extension.[139] The north-south Church Street was widened and extended southward to Church Street and Trinity Place; West Side Highway was expanded and supplemented with an elevated highway; and the west-east Vestry and Laight Streets were also widened.[140] On the New Jersey side, the Holland Tunnel was to connect a new highway (formerly the Route 1 Extension; now New Jersey Route 139), which extended westward to Newark.[6] This included a 2,100-foot (640 m) viaduct, rising 80 feet (24 m) from 12th and 14th Streets, at the bottom of the Palisades, to the new highway, at the top of the Palisades.[140] The New Jersey highway approach was opened in stages beginning in 1927,[141] and most of that highway was finished in 1930.[142]

The construction of the tunnel approach roads on the New Jersey side was delayed for months by Erie Railroad, whose Bergen Arches right-of-way ran parallel to and directly south of Route 139, in the right of way of the proposed approach roads. Although the Erie had promised to find another site for its railroad yards, it had refused to respond to the plans that the New Jersey State Highway Commission had sent them. In March 1925, the Highway Commission decided that construction on the approach roads would begin regardless of Erie's response, and so the land would be taken using eminent domain.[143] This led to a legal disagreement between the Erie and the Highway Commission.[144] The Erie maintained that it absolutely needed 30 feet of land along 12th Street, while the Highway Commission stated that the most direct approach to the eastbound Holland Tunnel's 12th Street portal should be made using 12th Street. The commission rejected a suggestion that it should use 13th Street, one block north, because it would cost $500,000 more and involve two perpendicular turns.[145] In October 1926, one million dollars was allocated to the completion of the Route 139 approach.[146]

The contracts for constructing the Holland Tunnel's ventilation systems were awarded in December 1925.[147] Two months later, the New York-New Jersey Vehicular Tunnel Commission asked for $3.2 million more in funding. The tunnel was now expected to cost $46 million, an increase of $17 million over what was originally budgeted.[134] The Holland Tunnel was nearly complete: in March 1926, Singstad stated that the tunnel was expected to be opened by the following February.[148] By May 1926, the tubes had been almost completely furnished: the polished-white tile walls were in place, as were the bright lighting systems and the Belgian-block-and-concrete road surfaces.[6] The north tube's tiles were sourced locally by the Sonzogni Brothers of Union City, New Jersey, while the south tube's tiles were sourced in equal amounts from Czechoslovakia and Germany.[3]: 4  The tiles' surfaces were specially engineered so that they could maintain their coloring even after years of use. The lighting systems used in the Holland Tunnel were designed to allow motorists to adjust to a gradual change in lighting levels just before leaving the tubes.[7]

The ventilation towers were the only major component of the Holland Tunnel that was not completed, but major progress had been made by the end of 1926.[24] Ole Singstad and the two states' tunnel commissions tested the tunnel's ventilation system by releasing gas clouds in one of the tubes in February 1927. Singstad subsequently declared that the ventilation system was well equipped to ventilate the tunnel air.[27] However, the New York Board of Trade and Transportation disagreed, stating that the system would be inadequate if there was a genuine incident within the tunnel. In April 1927, the board had conducted their own tests with two lighted candles, and a cloud of smoke had filled the entire tube before the ventilation system was able to perform a full exhaust.[149] The Chief Surgeon of the U.S. Board of Mines supported Singstad's position that the ventilation system could sufficiently filter the tubes' air.[150] To affirm the ventilation system's efficacy, in November 1927, the New York and New Jersey tunnel commissions burned a car within the tunnel; the ventilation system dissipated the fire within three and a half minutes.[151]

The governors of New York and New Jersey took ceremonial rides through the tunnel in August 1926, meeting at the tunnel's midpoint.[152] The first unofficial drive through the entirety of the Holland Tunnel was undertaken by a group of British businessmen a year later, in August 1927.[153] The next month, a group from the Buffalo and Niagara Frontier Port Authority Survey Commission also visited the tunnel.[154] In October, a delegation of representatives from Detroit, Michigan, and Windsor, Ontario, toured the nearly complete Holland Tunnel to get ideas for the then-proposed Detroit–Windsor Tunnel.[155][156] A reporter for The New York Times was able to make a test drive through the tunnel, noting that "there is no sudden pressure of wind upon the ear-drums" and that it would reduce the duration of crossing the Hudson River by between 15 and 22 minutes.[9] Three hundred police officers were trained in advance of the Holland Tunnel's opening,[157] and bus companies started receiving franchises to operate buses through the tunnel.[158]

Opening edit

 
The tunnel's Lower Manhattan entrance in July 2010

The Holland Tunnel was officially opened at 4:55 p.m. EST on November 12, 1927. President Coolidge ceremonially opened the tunnel from his yacht by turning the same key that had opened the Panama Canal in 1915.[159] Time magazine reported that Coolidge had used "the golden lever of the Presidential telegraphic instrument."[28] It rang a giant brass bell at the tunnel's entrances that triggered American flags on both sides of the tunnel to separate.[28][159] The tunnel's opening ceremony was broadcast on local radio stations.[160] Approximately 20,000 people walked the entire length of the Holland Tunnel before it was closed to pedestrians at 7 p.m. The Holland Tunnel officially opened to vehicular traffic at 12:01 a.m. on November 13, the next day; over a thousand vehicles had gathered on the New Jersey side, ready to pay a toll.[159] The first car to pay a toll was driven by the daughter of the chairman of New Jersey's Bridge and Tunnel Commission. The widows of chief engineers Holland and Freeman rode in the second vehicle that paid a toll.[28][159] At the time, the Holland Tunnel was the world's longest continuous underwater vehicular tunnel,[28][17] as well as the world's first tunnel designed specifically for vehicular traffic.[17][3]: 8 

Each passenger car paid a 50-cent toll[161] (worth about $8.42 in 2022[162]). Tolls for other vehicular classes ranged from 25 cents for a motorcycle to two dollars for large trucks.[7][28][161] Commuter bus routes, which paid a 50-cent-per-vehicle toll,[161] began operating through the tunnel in December 1927.[163] Truckers subsequently objected that these rates were too high, as the Holland Tunnel truck tolls were double the tolls that were charged on the trans-Hudson ferries; by contrast, the tunnel's passenger vehicle, motorcycle, and bus tolls were on par with those charged by the ferries.[164] The toll revenues would be used to pay off the tunnel's cost[28][21] (which was estimated at $48 million in 1927 dollars,[28][21][165] $809 million in 2022 dollars). Within ten years of opening, it was expected that all construction costs would be paid off.[165] Horsedrawn vehicles were banned from the tunnel from the start, since it was believed that horses' slow speeds would cause traffic congestion in the tubes.[166] Pedestrian and bicycle traffic was also banned. A few months before the tunnel's opening, there were suggestions that pedestrians would be allowed to cross the tunnel if they paid a toll described as "not encouraging," but the idea was never seriously considered.[167]

The Holland Tunnel was expected to relieve congestion on the vehicular ferries across the Hudson River, since the capacity of the tunnel was similar to that of the vehicular ferries. Upon opening, it had been estimated that up to 15 million vehicles per year could use the tunnel in both directions, equating to a maximum daily capacity of 46,000 vehicles or an hourly capacity of 3,800 vehicles.[6][14][7] Singstad stated that increasing freight traffic across the river would result in a corresponding increase in truck traffic, which would then cause the tunnel to reach its maximum traffic capacity shortly after its opening.[168]

The Holland Tunnel was immediately popular. On November 13, a Sunday, 52,285 vehicles passed through the tunnel on its first day of operation, more than its projected maximum capacity. The lines to enter the tunnel stretched for miles on either end, although many of these vehicles were passenger cars who were making a round trip to tour the tunnel.[169][28] On November 14, the Holland Tunnel's first weekday of operation, the tunnel carried 17,726 cars.[170] Traffic counts in the Holland Tunnel remained relatively steady until the following weekend, when over 40,000 vehicles went through the tunnel.[171] The first holiday rush period for the Holland Tunnel occurred two weeks after the tunnel's opening, when around 30,000 motorists used the tunnel over the Thanksgiving holiday; there were no major traffic disruptions.[172] A half-million vehicles had passed through the Holland Tunnel within three weeks,[173] and a million had used the tubes by New Year's Day.[174] Within the tunnel's first year, 8.5 million vehicles had used it, and the toll revenue had grossed $4.7 million in profit; it was estimated that at this rate, the Holland Tunnel's construction costs might be paid off sooner than expected.[175]

Trans-Hudson ferries reported that their traffic counts had been halved in the two weeks since the tunnel opened,[176] and at least one ferry route reduced service within one month of the opening.[177] Another ferry cut its toll rates to half those of the Holland Tunnel in an effort to recover business.[178] The Hudson & Manhattan Railroad (later PATH), which operated rapid transit services across the Hudson River through its Uptown and Downtown Hudson Tubes, also saw a decline in ridership after the Holland Tunnel opened.[179]: 55  Even after the start of the Great Depression in 1929, when most transit in New York City saw declines, the Holland Tunnel saw an increase in traffic, as did ferry lines.[180]

Early years edit

In 1930, there was a disagreement between the Hudson River Tunnel Commission and the Port of New York Authority over who would construct the Lincoln Tunnel. The tunnel was to be located further north along the Hudson River, connecting nearby Weehawken to Manhattan. The two agencies merged that April, and the expanded Port Authority of New York and New Jersey took over operations of the Holland Tunnel,[181] a role that it maintains to this day.[4] Real property title was not passed however.[182] A second vehicular link between New Jersey and Manhattan, the George Washington Bridge, opened in October 1931.[183] The Lincoln Tunnel, the third and final vehicular connection between New Jersey and Manhattan, first opened in December 1937.[184][185] Within the first 25 years of the Holland Tunnel's opening, it had carried 330 million vehicles in total, but a significant portion of Holland Tunnel traffic was diverted to the Lincoln Tunnel and George Washington Bridge after the opening of the latter two crossings.[186]

In 1945, the Port Authority approved the extension of a tunnel approach on the New Jersey side. A new viaduct for westbound traffic would connect the intersection of 14th Street and Jersey Avenue, outside the Holland Tunnel's exit portal, to Hoboken Avenue and NJ Route 139, on top of The Palisades. This would supplement an existing bidirectional viaduct, which connected Hoboken Avenue with 12th Street and currently only carries eastbound traffic.[187] The 14th Street viaduct was first opened for vehicular use in January 1951, although the road was not complete;[188] it was officially completed that February.[189] The 12th and 14th Street viaducts were later also connected to the New Jersey Turnpike Extension. The first part of the extension, Newark Bay Bridge, opened between Bayonne and Newark Liberty International Airport in April 1956;[190] the connection between Bayonne and the 12th/14th Street viaducts was completed that September, providing direct highway connection between the Holland Tunnel and Newark Airport.[191] The NJ Turnpike Extension, as well as the Holland Tunnel and the 12th/14th Street approaches, was designated as part of I-78 in 1958.[192]

 
The toll plaza on the New Jersey side in 1985 just before its reconstruction
 
The reconstructed toll plaza with an E-ZPass-Cash lane in 2009

Starting in the 1940s, New York City officials developed plans to connect the Holland Tunnel's Manhattan end to the Lower Manhattan Expressway, a proposed elevated highway connecting to both the Williamsburg Bridge and the Manhattan Bridge to Brooklyn. This connection would be part of I-78.[193] In 1956, Robert Moses suggested adding a third tube to the Holland Tunnel, similar to the Lincoln Tunnel's third tube, so there would be sufficient capacity for the proposed expressway traffic.[194] The route of the Lower Manhattan Expressway was approved in 1960,[195] but quickly became controversial due to the large number of tenants who would have to be relocated.[196] The Lower Manhattan Expressway project was ultimately canceled in March 1971.[197]

The Port Authority voted in 1953 to replace the original tollbooths on the New Jersey side, which did not contain canopies, with an updated plaza that contained a canopy.[32] The next year, the Port Authority also voted to refurbish the Holland Tunnel's administration building on the New Jersey side, as well as construct a new service building.[198] The development of a 2-foot-wide (0.61 m) one-man miniature electric car for tunnel police, to be installed on the tubes' catwalks, was announced in August 1954.[199] The Port Authority tested the "catwalk car" along a 2,200-foot (670 m) stretch of the Holland Tunnel.[200] After the car had passed its test, policemen could patrol the full length of the tubes using the catwalk car instead of having to walk the tubes' entire length. By use of a swivel seat the policemen could drive the car in either direction.[201]

Late 20th century edit

In 1970, the Port Authority stopped collecting tolls for New Jersey-bound drivers through the Holland Tunnel, who used the westbound tube, while doubling tolls to $1 for New York City-bound drivers, who used the eastbound tube. This was done in an effort to speed up traffic, and it was the first toll increase in the tunnel's history.[202] Although westbound drivers initially saved time by not paying tolls, the removal of westbound tolls ultimately had an adverse effect on traffic in the Holland Tunnel. In 1986, the Verrazzano-Narrows Bridge, between the New York City boroughs of Brooklyn and Staten Island, stopped collecting tolls for Brooklyn-bound drivers (who were generally headed eastbound) and doubled its tolls for Staten Island-bound drivers (who were generally headed westbound).[203] This had the effect of increasing congestion along the New Jersey-bound tube of the Holland Tunnel, which drivers could use for free. Drivers would go through New Jersey and use the Bayonne Bridge, paying a lower toll to enter Staten Island. The amount of westbound traffic in the Holland Tunnel increased compared to eastbound traffic: by 1998, there were 50,110 daily westbound trips and 46,688 daily eastbound trips through the tunnel. Simultaneously, there was a decrease in westbound trips on the Verrazzano-Narrows Bridge compared to eastbound trips on the bridge.[204] The Verrazzano-Narrows Bridge toll pattern also caused traffic gridlock around the Holland Tunnel, and Canal Street saw the most severe congestion because it served as the main entrance to the tunnel.[205] Fatal accidents involving pedestrians in Lower Manhattan also increased greatly as a result.[206] Rush-hour congestion within the Holland Tunnel has persisted for more than thirty years due to the Verrazzano-Narrows Bridge's one-way westbound toll.[207]

A renovation of the Holland Tunnel's tiled ceilings, which were deteriorating due to water damage, started in 1983.[208] The ceilings were replaced at a total cost of $78 million, and the south tube's ceiling was renovated first. Since the Holland Tunnel had to remain open during the renovation, 4,000 modular concrete ceiling panels were made offsite, and narrow lift trucks parked in one of the tube's two lanes installed the panels while traffic continued to move through the tube's other lane. The panels were each designed to the specifications of a certain section of tube, such that none of the ceiling panels were identical; the Port Authority stated that the ceiling-replacement project was the first one of its kind in the world.[209] In 1988, after the ceiling renovations had been completed, work started on replacing the 8-lane tollbooth, which consisted of six lanes built in the 1950s and two additional lanes built in the 1980s. The new $54 million tollbooth contained 9 lanes and a central control center.[33]

The Holland Tunnel was listed as a National Historic Landmark on June 27, 1993, becoming part of the National Register of Historic Places. With this designation, it became the 92nd National Historic Landmark in New York City and the sixth such landmark nationally that was a tunnel. According to M. Ann Belkov, the National Park Service superintendent for Ellis Island, the tunnel had been granted landmark status because it had been the first "mechanically ventilated underwater vehicular tunnel" in the world.[18][19][21]

21st century edit

Between 2003 and 2006, the fire protection system in both tunnels was modernized. Fire extinguishers were placed in alcoves along the tunnel walls. Although the water supply was turned off, it remained in place during the renovation.[210]

The Holland Tunnel was closed on October 29, 2012, as Hurricane Sandy approached. The tunnel, like many other New York City tunnels, was flooded by the high storm surge. It remained closed for several days, opening for buses only on November 2 and to all traffic on November 7.[211][212] In February 2018, the PANYNJ approved a $364 million project to repair flood damage from the hurricane.[213][214] The agency closed the Holland Tunnel's eastbound tube during late nights, except on Saturday nights, beginning in April 2020.[215][216] Though the work was initially supposed to be completed in early 2022,[215] the work was delayed by nearly a year.[217] The PANYNJ then announced that the westbound tube would be closed during late nights, except on Saturdays, between February 2023 and late 2025.[216][217]

Accidents and terrorism edit

The first fatal vehicular crash in the Holland Tunnel happened in March 1932, four and a half years after it opened. One person died and two others were injured.[218]

The 1949 Holland Tunnel fire, which started aboard a chemical truck, caused severe damage to the south tube of the tunnel.[219] The fire resulted in 69 injuries and nearly $600,000 worth of damage to the structure. In addition, two first responders, a FDNY battalion chief and a Port Authority patrolman, died as a result of injuries sustained in fighting the fire.[220]

Due to its status as one of the few connections between Manhattan and New Jersey, the Holland Tunnel is considered to be one of the most high-risk terrorist target sites in the United States.[43]: 118  Other such sites in New Jersey include the Lincoln Tunnel in Weehawken, New Jersey, the PATH station at Exchange Place in Jersey City, and the Port of Newark in Elizabeth.[221]

In 1995, Sheik Omar Abdel Rahman and nine other men were convicted of a bombing plot in which a radical Islamic group plotted to blow up five or six sites in New York City, including the Holland and Lincoln Tunnels and the George Washington Bridge.[222]

In 2006, a plot to detonate explosives in a Hudson River tunnel was uncovered by the Federal Bureau of Investigation. It was originally reported that the Holland Tunnel was the target, but in a later update of the source, the plot was clarified to be aimed at the PATH's tubes instead of the Holland Tunnel.[223]

September 11 attacks edit

Further information: September 11 attacks

Following the September 11 attacks on the World Trade Center, the Holland Tunnel remained closed to all but emergency traffic for over a month, due to its proximity to the World Trade Center site. When the tunnel reopened on October 15, 2001, strict new regulations were enacted, and single-occupancy vehicles and trucks were banned from entering the tunnel.[224] In March 2002, before all of the post-9/11 restrictions were lifted, a warehouse fire near the eastbound tube's New Jersey portal caused the tunnel to be closed entirely for five days;[225] the fire continued for over a week.[226] That April, all trucks were banned from the westbound tube, and trucks with more than three axles were also banned from the eastbound tube.[227] Single-occupant vehicles were prohibited in the tunnel on weekday mornings between 6:00 am and 10:00 am until November 17, 2003, when the restrictions were lifted.[228]

Tolls edit

As of January 7, 2024, the tolls-by-mail rate going from New Jersey to New York City are $17.63 for cars and motorcycles; there is no toll for passenger vehicles going from New York City to New Jersey. New Jersey and New York–issued E-ZPass users are charged $13.38 for cars and $12.38 for motorcycles during off-peak hours, and $15.38 for cars and $14.38 for motorcycles during peak hours. Users with E-ZPass issued from agencies outside of New Jersey and New York are charged the tolls-by-mail rate.[1]

Tolls are collected at a tollbooth on the New Jersey side. Originally, tolls were collected in both directions. In August 1970, the toll was abolished for westbound drivers, and at the same time, eastbound drivers saw their tolls doubled. The tolls of eleven other New York City to New Jersey and Hudson River crossings along a 130-mile (210 km) stretch, from the Outerbridge Crossing in the south to the Rip Van Winkle Bridge in the north, were also changed to south- or eastbound-only at that time.[202] E-ZPass was first made available at the Holland Tunnel in October 1997.[229]

In March 2020, due to the COVID-19 pandemic, all-electronic tolling was temporarily placed in effect for all Port Authority crossings, including the Holland Tunnel.[230] Open road tolling began on December 23, 2020. The tollbooths were dismantled, and drivers were no longer able to pay cash at the tunnel. Instead, there will be cameras mounted onto new overhead gantries at the New Jersey side going to New York City.[231] A vehicle without E-ZPass will have a picture taken of its license plate and a bill for the toll will be mailed to its owner. For E-ZPass users, sensors will detect their transponders wirelessly.[232] The carpool discount plan was eliminated because the discount required a manual count of passengers.[231]

Historical toll rates edit

History of tolls for the Holland Tunnel
Years Toll Toll equivalent
in 2024[162]		 Direction collected Ref.
1927–1970 $0.50 $8.42–3.77 each direction [161]
1970–1975 $1.00 $7.54–5.44 eastbound only [202]
1975–1983 $1.50 $8.16–5.33 eastbound only [233]
1983–1987 $2.00 $7.10–5.15 eastbound only [234]
1987–1991 $3.00 $7.73–6.45 eastbound only [235]
1991–2001 $4.00 $8.59–6.61 eastbound only [236]
2001–2008 $6.00 $9.92–8.16 eastbound only [237]
2008–2011 $8.00 $10.87–10.41 eastbound only [238]
2011–2012 $12.00 $15.61–15.30 eastbound only [239]
2012–2014 $13.00 $16.57–16.07 eastbound only [240]
2014–2015 $14.00 $17.31–17.28 eastbound only [241]
2015–2020 $15.00 $18.52–17.17 eastbound only [242]
2020–2023 $16.00 $18.09–16.00 eastbound only [243]
2023–2024 $17.00 $17.00 eastbound only [244]
Since January 7, 2024 $17.63 $17.63 eastbound only [245]

Congestion toll edit

Further information: Congestion pricing in New York City § Tolls

As of 2023, congestion pricing in New York City is planned to be implemented in 2024; drivers who enter Manhattan via the tunnel would pay a second toll.[246][247] The congestion charges are planned to be collected via E-ZPass and tolls-by-mail.[248] The charges are planned to vary based on time of day and vehicle class, but the congestion toll is expected to be charged once per day. Drivers who use the Holland Tunnel to enter the congestion zone will receive a credit toward the congestion charge during the day, and they would pay a discounted toll at night.[246][247]

See also edit

References edit

  1. ^ a b "Tolls". Port Authority of New York & New Jersey. from the original on March 1, 2019. Retrieved February 2, 2020.
  2. ^ a b "New York City Bridge Traffic Volumes" (PDF). New York City Department of Transportation. 2016. p. 11. (PDF) from the original on March 11, 2018. Retrieved March 16, 2018.
  3. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af "National Register Information System – Holland Tunnel (#93001619)". National Register of Historic Places. National Park Service. April 15, 2008. Retrieved May 19, 2018.
  4. ^ a b c d e . Port Authority of New York and New Jersey. May 11, 2018. Archived from the original on May 16, 2018.
  5. ^ "Traffic Restrictions". Port Authority of New York and New Jersey. from the original on October 11, 2018. Retrieved October 11, 2018.
  6. ^ a b c d e f g "Great Vehicular Tunnel Nearly Completed". The New York Times. May 30, 1926. ISSN 0362-4331. from the original on May 10, 2018. Retrieved May 8, 2018.
  7. ^ a b c d e f g h "$48,000,000 Traffic Tunnel Under Hudson Opens To-day". New York Sun. November 12, 1927. pp. 1, 5.
  8. ^ Hannan, Frank (1926). "Abstracts Of Water Works Literature". American Water Works Association. 15 (6): 720–737. Bibcode:1926JAWWA..15f.720H. doi:10.1002/j.1551-8833.1926.tb13413.x. JSTOR 41227220.
  9. ^ a b c d "How It Feels To Ride In The Holland Tube". The New York Times. October 2, 1927. ISSN 0362-4331. from the original on May 10, 2018. Retrieved May 9, 2018.
  10. ^ . Port Authority of New York and New Jersey. September 25, 2008. Archived from the original on September 28, 2008.
  11. ^ McFadden, Robert D.; Dao, James (August 3, 2004). "Threats And Responses: The Overview; At 5 Buildings, A Day of Pluck And Patience". The New York Times. ISSN 0362-4331. from the original on February 13, 2015. Retrieved September 25, 2008.
  12. ^ (PDF). Port Authority of New York and New Jersey. March 2018. Archived from the original (PDF) on August 29, 2019. Retrieved May 2, 2018.
  13. ^ Aronson, Michael (June 15, 1999). . Daily News. New York. Archived from the original on May 30, 2019. Retrieved January 16, 2017.
  14. ^ a b c d e f g h i "Smoke Bombs to be Fired in Motor Tunnel" (PDF). New York Sun. February 10, 1926. p. 26. Retrieved April 16, 2018 – via Fultonhistory.com.
  15. ^ a b "Another Engineer Dies on Big Tunnel Job". The New York Times. March 26, 1925. p. 1. ISSN 0362-4331. from the original on April 9, 2018. Retrieved May 29, 2010.
  16. ^ a b c Krebs, Albin (December 9, 1969). "Ole Singstad, 87, Master Builder Of Underwater Tunnels, Is Dead". The New York Times. ISSN 0362-4331. from the original on April 10, 2018. Retrieved May 29, 2010.
  17. ^ a b c d "Holland Tunnel". ASCE Metropolitan Section. from the original on November 13, 2016. Retrieved November 12, 2016.
  18. ^ a b . National Park Service. September 11, 2007. Archived from the original on November 15, 2007.
  19. ^ a b Lange, Robie S. (March 1993). "Holland Tunnel National Historic Landmark Nomination" (PDF). National Park Service. from the original on August 16, 2022. Retrieved April 9, 2018.
  20. ^ "Holland Tunnel National Historic Landmark Nomination—Accompanying 12 photos, from 1927–1992" (PDF). National Park Service. March 1993. from the original on April 4, 2022. Retrieved April 9, 2018.
  21. ^ a b c d Barron, James (June 27, 1994). "A Tunnel? Holland Named U.S. Historic Landmark". The New York Times. ISSN 0362-4331. from the original on December 30, 2009. Retrieved September 25, 2008.
  22. ^ Ford, James (July 12, 2018). "The most important part of commuting you've never heard of: training TBAs". WPIX 11 New York. from the original on September 12, 2018. Retrieved September 12, 2018.
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Further reading edit

  • Jackson, Robert W. (2011). Highway Under the Hudson: A History of the Holland Tunnel. New York: New York University Press. ISBN 978-0-8147-4299-0.
  • "The Holland Tunnel", New York Daily News, Wednesday, February 25, 2009

External links edit

 
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  • Port Authority of New York & New Jersey: Holland Tunnel
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February 15, 2024
holland, tunnel, vehicular, tunnel, under, hudson, river, that, connects, hudson, square, lower, manhattan, york, city, east, jersey, city, jersey, west, tunnel, operated, port, authority, york, jersey, carries, interstate, jersey, side, tunnel, eastern, termi. The Holland Tunnel is a vehicular tunnel under the Hudson River that connects Hudson Square and Lower Manhattan in New York City in the east to Jersey City New Jersey in the west The tunnel is operated by the Port Authority of New York and New Jersey and carries Interstate 78 The New Jersey side of the tunnel is the eastern terminus of NJ Route 139 The Holland Tunnel is one of three vehicular crossings between Manhattan and New Jersey the two others are the Lincoln Tunnel and George Washington Bridge Holland TunnelEastbound in the Holland Tunnel in December 2019OverviewOther name s Holland Vehicular TunnelHudson River Vehicular TunnelCanal Street TunnelLocationJersey City New Jersey Lower Manhattan New York CityRouteI 78 Toll full length Route 139 NJ side CrossesHudson RiverOperationOpenedNovember 13 1927 96 years ago 1927 11 13 OperatorPort Authority of New York and New JerseyToll Eastbound only As of January 7 2024 Cars 17 63 Tolls by Mail 15 38 for Peak E ZPass 13 38 for Off peak E ZPass Peak hours Weekdays 6 10 a m 4 8 p m Sat amp Sun 11 a m 9 p m These toll rates viewtalkedit 1 Vehicles per day89 792 2016 2 TechnicalLength8 558 feet 2 608 5 m westbound 8 371 feet 2 551 5 m eastbound No of lanes4Tunnel clearance12 6 feet 3 84 m Width20 feet 6 1 m Depth of tunnel below water level93 feet 28 3 m below MHWRoute mapRoute map of the Holland TunnelHolland TunnelU S National Register of Historic PlacesU S National Historic LandmarkNew York State Register of Historic Places source source source source Video of an eastbound trip through the tunnelLocationJersey City New Jersey and Lower Manhattan New York CityBuilt1920ArchitectClifford HollandNRHP reference No 93001619NYSRHP No 06101 007028Significant datesAdded to NRHPNovember 4 1993 3 Designated NHLNovember 4 1993Designated NYSRHPNovember 4 1993Plans for a fixed vehicular crossing over the Hudson River were first devised in 1906 However disagreements prolonged the planning process until 1919 when it was decided to build a tunnel under the river Construction of the Holland Tunnel started in 1920 and it opened in 1927 At the time of its opening it was the longest continuous underwater tunnel for vehicular traffic in the world The Holland Tunnel was the world s first mechanically ventilated tunnel Its ventilation system was designed by Ole Singstad who oversaw the tunnel s completion Original names considered for the tunnel included Hudson River Vehicular Tunnel and Canal Street Tunnel but it was ultimately named the Holland Tunnel in memory of Clifford Milburn Holland its initial chief engineer who died suddenly in 1924 prior to the tunnel s opening Contents 1 Description 1 1 Tubes 1 1 1 Ventilation 1 2 Boyle Plaza 1 3 Holland Tunnel Rotary 1 4 Freeman Plaza 2 History 2 1 Need for vehicular tunnel 2 2 Planning 2 2 1 Initial plans 2 2 2 Plans approved 2 3 Construction 2 3 1 Ventilation system 2 3 2 Tunnel boring 2 3 3 Nearing completion 2 4 Opening 2 5 Early years 2 6 Late 20th century 2 7 21st century 2 8 Accidents and terrorism 2 8 1 September 11 attacks 3 Tolls 3 1 Historical toll rates 3 2 Congestion toll 4 See also 5 References 6 Further reading 7 External linksDescription editTubes edit The Holland Tunnel is operated by the Port Authority of New York and New Jersey 4 It consists of a pair of tubes with 29 5 foot 9 0 m diameters running roughly parallel to each other and 15 feet 4 6 m apart underneath the Hudson River The exteriors of each tube are composed of a series of cast iron rings each of which comprises 14 curved steel pieces that are each 6 feet 1 8 m long The steel rings are covered by a 19 inch thick 48 cm layer of concrete 3 3 Each tube provides a 20 foot 6 1 m roadway with two lanes and 12 feet 6 inches 3 81 m of vertical clearance The north tube is 8 558 feet 2 608 m between portals while the south tube is slightly shorter at 8 371 feet 2 551 m 3 3 4 If each tube s immediate approach roads are included the north tube is 9 210 feet 2 807 m long and the south tube 9 275 feet 2 827 m long 3 3 Most vehicles carrying hazmats trucks with more than three axles and vehicles towing trailers cannot use the tunnel There is a width limit of 8 feet 2 4 m for vehicles entering the tunnel 5 Both tubes underwater sections are 5 410 feet 1 650 m long and are situated in the silt beneath the river 3 3 The lowest point of the roadways is about 93 feet 28 3 m below mean high water The lowest point of the tunnel ceiling is about 72 feet 21 9 m below mean high water 4 6 7 The tubes descend at a maximum grade of 4 06 and ascend at a grade of up to 3 8 7 The tubes stretch an additional 1 000 feet 300 m from the eastern shoreline to the New York portals and 500 feet 150 m from the western shoreline to the New Jersey portals 3 4 These sections of the tunnel are more rectangular in shape since they were built as open cuts that were later covered over 3 4 The walls and ceiling are furnished with glazed ceramic tiles which were originally engineered to minimize staining 7 The majority of the tiles are white but there is a two tile high band of yellow orange tiles at the bottom of each tube s walls as well as two tile high band of blue tiles on the top 3 4 8 The northern tube which carries westbound traffic originates at Broome Street in Lower Manhattan between Varick and Hudson Streets It continues to 14th Street east of Marin Boulevard in Jersey City The southern tube designed for eastbound traffic originates at 12th Street east of Marin Boulevard and surfaces at the Holland Tunnel Rotary in Manhattan 6 The entrance and exit ramps to and from each portal are lined with granite and are 30 feet 9 1 m wide 3 5 Although the two tubes underwater sections are parallel and adjacent to each other the tubes portals on either side are located two blocks apart in order to reduce congestion on each side 9 3 4 The Holland Tunnel s tubes initially contained a road surface made of Belgian blocks and concrete This was replaced with asphalt in 1955 3 5 Each tube contains a catwalk on its left inner side raised 4 feet 1 2 m above the roadway 6 Five emergency exit cross passages connect the two tubes inner catwalks 3 6 When the Holland Tunnel opened the catwalk was equipped with police booths and a telephone system stationed at intervals of 250 feet 76 m 9 The volume of traffic going through the Holland Tunnel has remained steady despite tight restrictions on eastbound traffic in response to the September 11 attacks including a ban on commercial traffic entering New York City put in place after an August 2004 threat 10 11 Aside from a sharp decline immediately following the September 11 attacks the number of vehicles using the Holland Tunnel in either direction daily steadily declined from a peak of 103 020 daily vehicles in 1999 to 89 792 vehicles in 2016 2 218 As of 2017 update the eastbound direction of the Holland Tunnel was used by 14 871 543 vehicles annually 12 The Holland Tunnel was designed by Clifford Milburn Holland the project s chief engineer who died in October 1924 before it was completed 13 He was succeeded by Milton Harvey Freeman who died less than a year after Holland did 14 15 Ole Singstad then oversaw the completion of the tunnel 16 14 The tunnel was designated a National Historic Civil and Mechanical Engineering Landmark in 1982 17 and a National Historic Landmark in 1993 18 19 20 21 Emergency services at the Holland Tunnel are provided by the Port Authority Police Department who are stationed at the Port Authority s crossings 22 23 Ventilation edit The Holland Tunnel was the first mechanically ventilated underwater vehicular tunnel in the world It contains a system of vents that run transverse or perpendicular to the tubes 7 24 25 Each side of the Hudson River has two ventilation shaft buildings one on land and one in the river approximately 1 000 feet 300 m from the respective shoreline All of the ventilation buildings have buff brick facades with steel and reinforced concrete frames 3 5 26 14 The shafts within the river rise 107 feet 33 m above mean high water Their supporting piers descend 45 feet 14 m of which 40 feet 12 m are underwater and 5 feet 1 5 m are embedded in the riverbed 3 5 24 The river shafts double as emergency exits by way of shipping piers that connected each ventilation shaft to the shoreline 3 6 The New York Land Ventilation Tower a five story building with a trapezoidal footprint is 122 feet 37 m tall The New Jersey Land Ventilation Tower is a four story 84 foot 26 m building with a rectangular perimeter 3 5 The four ventilation towers contain a combined 84 fans Of these 42 are intake fans with varying capacities from 84 000 to 218 000 cubic feet 2 400 to 6 200 m3 per minute The other 42 are exhaust fans which can blow between 87 500 and 227 000 cubic feet 2 480 and 6 430 m3 per minute 14 6 At the time of the tunnel s construction two thirds of the 84 fans were being used regularly while the other fans were reserved for emergency use 27 The fans blow fresh air into ducts which provide air intake to the tunnel via openings at the tubes curbside The ceiling contains slits which are used to exhaust air 3 5 24 25 The fans can replace all of the air inside the tunnel every 90 seconds A forced ventilation system is essential because of the poisonous carbon monoxide component of automobile exhaust which constituted a far greater percentage of exhaust gases before catalytic converters became prevalent 3 6 28 29 Boyle Plaza edit The approach to the Holland Tunnel in Jersey City begins where the lower level of NJ Route 139 and the Newark Bay Extension merge On May 6 1936 the section of what became Route 139 I 78 between Jersey Avenue and Marin Boulevard was named in memory of John F Boyle the former interstate tunnel commissioner 30 Despite being part of the Interstate Highway System I 78 and Route 139 run concurrently along 12th and 14th Street Streets to reach the Holland Tunnel Westbound traffic uses 14th Street while eastbound traffic uses 12th Street The plaza was restored and landscaped by the Jersey City government in 1982 31 There is a nine lane toll plaza for eastbound traffic only at the eastern end of 12th Street just west of the tunnel portal 4 The original toll plaza had eight lanes 9 it was renovated in 1953 1954 32 3 6 and the current nine lane tollbooth was constructed in 1988 33 3 6 nbsp The Jersey City entrance during rush hour in May 2010 Holland Tunnel Rotary edit nbsp A 1973 aerial view of the rotary with parked buses A fifth exit was added in 2004 Soon after construction of the tunnel and amid rising vehicular traffic in the area a railroad freight depot St John s Park Terminal was abandoned and later demolished The depot was located on the city block bounded by Laight Varick Beach and Hudson Streets 34 The depot s site was used as a storage yard until the 1960s when it became a circular roadway for traffic exiting the eastbound tube in Manhattan 35 36 The original structure had four exits but the plaza was renovated in the early 2000s with landscaping by Studio V Architecture 37 and Ives Architecture Studio 38 A fifth exit was added in 2004 39 40 Freeman Plaza edit nbsp A bust of Clifford Milburn Holland the tunnel s first chief engineer at the Holland Tunnel s entranceOriginally used as the toll plazas for New Jersey bound traffic the small triangular patches of land at the mouth of the westbound tube entrance are referred to as Freeman Plaza or Freeman Square The plaza is named after Milton Freeman the engineer who took over the Holland Tunnel project after the death of Clifford Milburn Holland 41 The Freeman Plaza received its name just before the tunnel opened in 1927 The toll plaza was removed circa 1971 when the Port Authority stopped collecting tolls for New Jersey bound drivers and the square was later fenced off by the Port Authority 3 7 42 The small maintenance buildings for toll collectors were removed around 1982 or 1983 3 7 A bust of Holland sits outside the entrance to the westbound tube in Freeman Plaza 43 16 A business improvement district for the area the Hudson Square Connection was founded in 2009 with the goal of repurposing the square for pedestrian use 42 44 Hudson Square Connection and the Port Authority collaborated to create a five year 27 million master plan for Freeman Plaza 45 In 2013 Freeman Plaza West was opened to the public Bounded by Hudson Broome and Watts Streets it features umbrellas bistro tables and chairs and tree plantings 46 In 2014 Freeman Plaza East and Freeman Plaza North were opened on Varick and Broome Streets respectively The plazas contained chaise longues bistro tables and umbrellas 47 In 2016 the Hudson Square Connection added solar powered charging stations to both plazas and introduced a summer lunchtime music series called live lunch 48 A statue by the artist Isamu Noguchi was also installed within the plaza 49 To the south of Freeman Plaza between Varick Watts and Canal Streets is One Hudson Square a New York City designated landmark in 2013 50 History editNeed for vehicular tunnel edit Until the first decade of the 20th century passage across the lower Hudson River was possible only by ferry 51 10 3 9 The first tunnels to be bored below the Hudson River were for railroad use The Hudson amp Manhattan Railroad now PATH constructed two pairs of tubes to link the major railroad terminals in New Jersey with Manhattan Island the Uptown Hudson Tubes which opened in 1908 51 21 52 and the Downtown Hudson Tubes which opened in 1909 53 The Pennsylvania Railroad s twin North River Tunnels constructed to serve the new Pennsylvania Station opened in 1910 51 37 54 The construction of these three tunnels proved that tunneling under the Hudson River was feasible 51 10 However although train traffic was allowed to use the tunnel crossings automotive traffic still had to be transported via ferry 3 9 At the same time freight traffic in the Port of New York and New Jersey was mostly carried on boats but traffic had grown to such a point that the boats were at full capacity and some freight started going to other ports in the United States To alleviate this officials proposed building a freight railroad tunnel but this was blocked by the organized syndicates that held influence over much of the port s freight operations 43 9 10 The public learned of the excessive traffic loads on existing boat routes as well as the limited capacity of the H amp M and North River Tunnels when the surface of the Hudson River froze in winter 1917 and again when Pennsylvania Railroad workers went on strike in winter 1918 43 11 13 3 9 One engineer suggested that three freight railroad tunnels would be cheaper to construct than one bridge 55 Planning edit Initial plans edit In 1906 the New York and New Jersey Interstate Bridge Commission a consortium of three groups was formed to consider the need for a crossing across the Hudson River between New York City and New Jersey 56 That year three railroads asked the commission to consider building a railroad bridge over the river 57 In 1908 the commission considered building three bridges across the Hudson River at 57th 110th and 179th Streets in Manhattan The reasoning was that bridges would be cheaper than tunnels 58 These three locations were considered to be the only suitable locations for suspension bridges other sites were rejected on the grounds of aesthetics geography or traffic flows 56 59 John Vipond Davies one of the partners for the consulting firm Jacobs and Davies which had constructed the Uptown Hudson Tubes wanted to build a vehicular tunnel between Canal Street Manhattan and 13th Street Jersey City This proposal would compete with the six lane suspension bridge at 57th Street 60 Some plans provided for the construction of both the bridge and the tunnel 60 61 The ferries could not accommodate all of the 19 600 vehicles per day as of 1913 that traveled between New York and New Jersey 61 The Bridge Commission hosted several meetings to tell truck drivers about the details of both the 57th Street Bridge and Canal Street Tunnel plans 62 The United States Department of War brought up concerns about the 57th Street bridge plans the span would need to be at least 200 feet 61 m above the mean high water to avoid interfering with shipping 43 13 By comparison the tunnel would be 95 feet 29 m below mean water level 61 The Interstate Bridge Commission which had been renamed the New York State Bridge and Tunnel Commission in April 1913 63 64 published a report that same month stating that the Canal Street tunnel would cost 11 million while the 57th Street bridge would cost 42 million 59 In October 1913 Jacobs and Davies stated that a pair of tunnels with each tube carrying traffic in one direction would cost only 11 million while a bridge might cost over 50 million The low elevation and deep bedrock of Lower Manhattan was more conducive to a tunnel than to a bridge 43 13 14 65 66 By the end of that year the consulting engineers for both the 57th Street Bridge and the Canal Street Tunnel had submitted their plans to the Bridge and Tunnel Commission 67 New York City merchants mainly advocated for the tunnel plan while New Jerseyans and New York automobile drivers mostly supported the bridge plan 68 Meanwhile the New York State Bridge and Tunnel Commission indicated that it favored the Canal Street tunnel plan On the other hand the 57th Street bridge plan remained largely forgotten 66 67 The Public Service Commission of New Jersey published a report in April 1917 stating that the construction of a Hudson River vehicle tunnel from Lower Manhattan to Jersey City was feasible 69 That June following this report Walter Evans Edge then Governor of New Jersey convened the Hudson River Bridge and Tunnel Commission of New Jersey which would work with the New York Bridge and Tunnel Commission to construct the new tunnel 43 15 70 In March 1918 a report was sent to the New York State Legislature advocating for the construction of the tunnel as soon as possible 71 That year six million dollars in funding for the Hudson River Tunnel was proposed in two bills presented to subcommittees of the United States Senate and House of Representatives 72 71 The bill was voted down by the Interstate Commerce Committee before it could be presented to the full Senate 73 Plans approved edit nbsp Clifford Milburn Holland the tunnel s initial engineer and for which it is named in 1919The original plans for the Hudson River tunnel were for twin two lane tubes with each tube carrying traffic in a single direction 56 A request for proposals for the tunnel was announced in 1918 and eleven such requests were considered 43 15 74 One of these proposals authored by engineer George Goethals was for a bi level tube 56 75 A modification of Jacobs and Davies 1913 plan 71 the Goethals proposal specified that each level would carry three lanes of traffic and that traffic on each level would run in a different direction 43 15 75 Goethals stated that his plan would cost 12 million and could be completed in three years 76 Subsequently John F O Rourke offered to build the tunnel for 11 5 million 77 Goethals cited the area s freight traffic as one of the reasons for constructing the tube 71 His proposal would use a 42 foot 13 m diameter shield to dig the tunnel 56 77 78 This large tunnel size was seen as a potential problem since there were differences in the air pressure at the top and the bottom of each tunnel and that air pressure difference increased with a larger tunnel diameter Five engineers were assigned to examine the feasibility of Goethals s design 78 In July 1919 President Woodrow Wilson ratified a Congressional joint resolution for a trans Hudson tunnel 3 9 and Clifford Milburn Holland was named the project s chief engineer 14 Holland stated that based on the construction methods used for both pair of tubes including the downtown pair it should be relatively easy to dig through the mud on the bottom of the Hudson River and that construction should be completed within two years 79 The federal government refused to finance the project even in part and so it fell to the states to raise the funds 56 In June 1919 U S Senator and former New Jersey governor Edge presented another iteration of the Hudson River Tunnel bill to the U S Senate where it was approved 80 The New York and New Jersey governments signed a contract in September 1919 in which the states agreed to build operate and maintain the tunnel in partnership 43 16 81 The contract was signed by the states respective tunnel commissions in January 1920 82 Under Holland s plan each of the two tubes would have an outside diameter of 29 feet 8 8 m including exterior linings and the tubes would contain two lane roadways with a total width of 20 feet 6 1 m 74 83 One lane would be for slower traffic and the other would be for faster traffic This contrasted with Goethals s plan wherein the three roadways would have had a total width of 24 5 feet 7 5 m only a few feet wider than Holland s two lane roadways 84 Additionally according to Holland the 42 foot wide tube would require the excavation of more dirt than both 29 foot tubes combined two circles with 29 foot diameters would have a combined area of 5 282 2 square feet 490 73 m2 while a circle with a 42 foot diameter would have an area of 5 541 8 square feet 514 85 m2 43 17 56 84 The more northerly westbound tube would begin at Broome and Varick Streets on the Manhattan side and end at the now demolished intersection of 14th and Provost Streets on the New Jersey side The more southerly eastbound tube would begin at the still intact intersection of 12th and Provost Streets in Jersey City and end at the south side of Canal Street near Varick Street 74 By way of comparison Goethals s plan would have combined the entrance and exit plazas on each side 43 18 The Motor Truck Association of America unsuccessfully advocated for three lanes in each tube 85 Even though Goethals s method of digging had not been tested he refused to concede to Holland s proposal and demanded to see evidence that Holland s proposal would work 43 18 The New York and New Jersey Tunnel Commission subsequently rejected Goethals s plan in favor of a twin tube proposal that Holland had devised which was valued at around 28 7 million 74 83 When Goethals asked why the commission responded that Goethals s proposal had never been tested that it was too expensive and that the tunnel plans had many engineering weaknesses that could cause the tube to flood 86 Additionally while a tube with three lanes in each direction would be able to handle more traffic than a tube with two lanes projections showed that traffic on the tunnel s approach roads could barely handle the amount of traffic going to and from the two lane tubes and that widening the approach roads on each side would cost millions of dollars more 84 The commission then voted to forbid any further consideration of Goethals s plan 87 Holland defended his own plan by pointing out that the roadways in Goethals s plan would not only feature narrower road lanes but also would have ventilation ducts that were too small to ventilate the tube efficiently 88 In May 1920 the New Jersey Legislature voted to approve the start of construction overriding a veto from the New Jersey governor 89 The same month the New York governor signed a similar bill that had been passed in the New York legislature 90 The legislature of New Jersey approved a 5 million bond issue for the tunnel in December 1920 91 Construction edit The first bid for constructing the Hudson River Tunnel a contract for digging two of the tunnel s eight planned shafts was advertised in September 1920 92 A groundbreaking for the Hudson River Tunnel s ventilation shaft which marked the official start of construction on the tunnel occurred on October 12 1920 at Canal and Washington Streets on the Manhattan side 93 However further construction of the Hudson River Tunnel was soon held up due to concerns over its ventilation system 94 There was also a dispute over whether the New York City government should pay for street widening projects on the New Jersey side 95 Further delays arose when the New York and New Jersey tunnel commissions could not agree over which agency would award the contract to build the construction and ventilation shafts 96 Ventilation system edit nbsp 1985 shot of the tower at the New York Land Ventilation Building one of four such towers nbsp The Hudson River ventilation tower in Jersey City The most significant design aspect of the Holland Tunnel is its ventilation system it is served by four ventilation towers designed by Norwegian architect Erling Owre 97 At the time of its construction underwater tunnels were a well established part of civil engineering but no long vehicular tunnels had been built as all of the existing tunnels under New York City waterways carried only railroads and subways These tubes did not have as much of a need for ventilation since the trains that used the tubes were required to be electrically powered and thus emitted very little pollution 3 10 94 On the other hand the traffic in the Holland Tunnel consisted mostly of gasoline driven vehicles and ventilation was required to evacuate the carbon monoxide emissions which would otherwise asphyxiate the drivers 3 10 98 181 202 99 There were very few tunnels at that time that were not used by rail traffic the most notable of these non rail tunnels the Blackwall Tunnel and Rotherhithe Tunnel in London did not need mechanical ventilation 3 10 However a tunnel of the Hudson River Tunnel s length required an efficient method of ventilation so Chief Engineer Singstad pioneered a system of ventilating the tunnel transversely perpendicular to the tubes 16 100 In October 1920 General George R Dyer the chairman of the New York Tunnel Commission published a report in which he wrote that Singstad had devised a feasible ventilation system for the Hudson River Tunnel 94 Working with Yale University the University of Illinois and the United States Bureau of Mines Singstad built a test tunnel in the bureau s experimental mine at Bruceton Pennsylvania measuring over 400 feet 122 m long where cars were lined up with engines running Volunteer students were supervised as they breathed the exhaust in order to confirm air flows and tolerable carbon monoxide levels by simulating different traffic conditions including backups 25 100 The University of Illinois which had hired the only professors of ventilation in the United States built an experimental 300 foot long 91 m ventilation duct at its Urbana campus to test air flows 100 101 In October 1921 Singstad concluded that a conventional longitudinal ventilation system would have to be pressurized to an air flow rate of 27 cubic meters per second 953 cu ft s along the tunnel 25 On the other hand the tunnel could be adequately ventilated transversely if the compartment carrying the tube s roadway was placed in between two plenums A lower plenum below the roadway floor could supply fresh air and an upper plenum above the ceiling could exhaust fumes at regular intervals 25 24 Two thousand tests were performed with the ventilation system prototype 14 The system was determined to be of sufficiently low cost relative to the safety benefits that it was ultimately integrated into the tunnel s design 100 By the time the tunnel was in service the average carbon monoxide content in both tunnels was 0 69 parts per 10 000 parts of air The highest recorded carbon monoxide level in the Holland Tunnel was 1 60 parts per 10 000 well below the permissible maximum of 4 parts per 10 000 7 98 The public and the press proclaimed air conditions were better in the tubes than in some streets of New York City after the tunnel opened Singstad stated that the carbon monoxide content in the tubes were half of those recorded on the streets 98 102 Tunnel boring edit nbsp Construction of Holland Tunnel on November 25 1922 nbsp Construction on the tunnel in 1923The ventilation system and other potential issues had been resolved by December 1921 and officials announced that the tunnel would break ground the following spring 103 Builders initially considered building a trench at the bottom of the Hudson River and then covering it up but this was deemed infeasible because of the soft soil that comprised the riverbed as well as the heavy maritime traffic that used the river 3 11 Officials started purchasing the properties in the path of the tunnel s approaches evicting and compensating the tenants without delay so that construction could commence promptly 104 A bid to construct the tubes was advertised and three firms responded 105 On March 29 1922 the contract to dig the tubes was awarded to the lowest bidder Booth amp Flinn Ltd for 19 3 million 106 The materials that were necessary to furnish the Hudson River Tunnel had already been purchased so it was decided to start work immediately 107 Construction on the bores began two days later as workers broke ground for an air compressor to drive the tubes The ceremony for the air compressor was held at the corner of Canal Street and West Side Highway on the Manhattan side 108 The workers who were performing the excavations who were referred to as sandhogs were to dig each pair of tubes from either bank of the Hudson River so that the two sides would eventually connect somewhere underneath the riverbed The tunnel was to be 9 250 feet 2 820 m long between portals and the roadway was to descend to a maximum depth of 93 feet 28 m below mean high water level 107 The start of construction for the tubes from the New Jersey side was delayed because the Hudson River Vehicular Tunnel Commission had not yet acquired some of the land for the project 109 Although Jersey City officials had insisted that the Tunnel Commission widen 12th and 14th Streets in Jersey City 110 these officials were involved in a disagreement over sale prices with the Erie Railroad which owned some of the land that was to be acquired for the street widening As a result work on the Hudson River Tunnel was delayed by one year and could not be completed before 1926 at the earliest 109 Work on the New Jersey side finally started on May 30 1922 after Jersey City officials continued to refuse to cede public land for the construction of the tunnel s plazas The Jersey City Chamber of Commerce wrote a letter that denounced this action since the New Jersey Tunnel Commission s members on the Hudson River Tunnel Commission had not been notified of the groundbreaking until they read about it in the following day s newspapers 111 In mid June a state chancellor made permanent an injunction that banned Jersey City officials from trying to preclude construction on the Hudson River Tunnel 112 The Hudson River Tunnel Commission ultimately decided that Jersey City would not have its own groundbreaking celebration due to the city s various efforts at blocking the tunnel s construction 113 However although Jersey City officials had been primarily accused of delaying construction officials from both states had wanted the Tunnel Commission to widen the approach streets to the Hudson River Tunnel as part of the construction process 114 For the project six tunnel digging shields were to be delivered 107 These shields comprised cylinders whose diameters were wider than the tunnel bores and these cylinders contained steel plates of various thicknesses on the face that was to be driven under the riverbed 26 Four of the shields would dig the Hudson River Tunnel under the river while the remaining two shields would dig from the Hudson River west bank to the Jersey City portals They could dig through rock at a rate of 2 5 feet 0 76 m per day or through mud at a daily rate of 5 to 6 feet 1 5 to 1 8 m The air compressors would provide an air pressure of 20 to 45 pounds per square inch 140 to 310 kPa 115 The shovels used to dig the tunnel were provided by the Marion Power Shovel Company 116 while the six digging shields were built by the Merchants Shipbuilding Corporation 117 The air compressor was completed in September 1922 and the first shield was fitted into place in the Manhattan side s construction shaft By this point the shafts on the New Jersey side were being excavated and two watertight caissons were being constructed 118 26 The shield started boring in late October of that year after the steel plates that were necessary for the shield s operation had been delivered 119 The first permanent steel rings lining the tubes were laid a short time afterward 120 The caissons were completed and launched into the river in December 121 and after the caissons were outfitted with the requisite equipment such as airlocks 26 tugboats dropped the caissons into place in January 1923 122 Officials projected that at this rate of progress the tunnel would be finished within 36 months by late 1926 or early 1927 123 Tunnel construction required the sandhogs to spend large amounts of time in the caisson under high pressure of up to 47 5 pounds per square inch 328 kPa which was thought to be necessary to prevent river water from entering prior to completion of the tubes 124 The caissons were massive metal boxes with varying dimensions but each contained 6 foot thick 1 8 m walls 26 Sandhogs entered the tunnel through a series of airlocks and could only remain inside of the tunnel for a designated time period On exiting the tunnel sandhogs had to undergo controlled decompression to avoid decompression sickness or the bends a condition in which nitrogen bubbles form in the blood from rapid decompression 124 125 The rate of decompression for sandhogs working on the Hudson River Tunnel was described as being so small as to be negligible 126 Sandhogs underwent such decompressions 756 000 times throughout the course of construction which resulted in 528 cases of the bends though none were fatal 127 The tunnel s pressurization caused other problems including a pressure blowout in April 1924 that flooded the tube 128 125 Due to the geology of the Hudson River the shields digging from the New Jersey side were mostly being driven through mud and so could be driven at a faster rate than the shields from the New York side which were being dug through large rock formations When workers tried to dig through the Manhattan shoreline they had encountered several weeks of delay due to the existence of an as yet unrecorded granite bulkhead on the shoreline 129 In September 1923 after having proceeded about 1 100 feet 340 m from the Manhattan shoreline workers encountered a sheet of Manhattan schist under the riverbed forcing them to slow shield digging operations from 12 5 feet per day 3 8 m d to less than 1 foot per day 0 30 m d This outcropping was fed from a stream in Manhattan that emptied into the Hudson River The sandhogs planned to use small explosive charges to dig through the rock shelf without damaging the shield 130 By December 1923 about 4 400 feet 1 300 m of each tube s total length had been excavated and the first of the shields had passed through the underwater shafts that had been sunk during construction 129 Due to these unexpected issues the cost estimate for the tunnel was increased from 28 million to 42 million in January 1924 131 By March 1924 all seven of the ventilation shafts had been dug and three of the four shields that were digging underwater had passed through their respective underwater construction shafts with the fourth shield nearing its respective shaft 126 Workers also performed tests to determine whether they could receive radio transmissions while inside the tunnel They found that they were able to receive transmissions within much of the Hudson River Tunnel 132 However a New Jersey radio station later found that there was a spot in the middle of the tunnel that had no reception 133 The cost of the project increased as work progressed In July 1923 the New York and New Jersey Vehicular Tunnel Commission had revised plans for the entrance and exit plazas on each side to accommodate an increase in traffic along Canal Street on the Manhattan side The commission had spent 2 1 million to acquire land 134 Further redesigns were made in January 1924 due to a change of major components in the tunnel plan including tunnel diameters and ventilation systems which had increased the cost by another 14 million 134 Nearing completion edit nbsp The Jersey City entrance to the tunnel in March 2015 nbsp Aerial view of Lower Manhattan with cars entering the Holland Tunnel foreground in March 2017The two ends of both tubes were scheduled to be connected to each other at a ceremony on October 29 1924 in which President Calvin Coolidge would have remotely set off an explosion to connect the tunnel s two sides 135 However two days before the ceremony Holland died of a heart attack at the sanatorium in Battle Creek Michigan aged 41 Individuals cited in The New York Times attributed his death to the stress associated with overseeing the tunnel s construction The ceremony was postponed out of respect for Holland s death 136 The tunnel was ultimately holed through on October 29 but it was a nondescript event without any ceremony 17 On November 12 1924 the Hudson River Vehicular Tunnel was renamed the Holland Tunnel by the two states respective tunnel commissions 137 Holland was succeeded by Milton Harvey Freeman who died of pneumonia in March 1925 after several months of overseeing the project 14 15 After Freeman s death the position was occupied by Ole Singstad who oversaw the tunnel s completion 16 14 As part of the tunnel project one block of Watts Street in Manhattan was widened to accommodate traffic heading toward the westbound tube 138 Sixth Avenue was also widened and extended between Greenwich Village and Church Street Ten thousand people were evicted to make way for the Sixth Avenue extension 139 The north south Church Street was widened and extended southward to Church Street and Trinity Place West Side Highway was expanded and supplemented with an elevated highway and the west east Vestry and Laight Streets were also widened 140 On the New Jersey side the Holland Tunnel was to connect a new highway formerly the Route 1 Extension now New Jersey Route 139 which extended westward to Newark 6 This included a 2 100 foot 640 m viaduct rising 80 feet 24 m from 12th and 14th Streets at the bottom of the Palisades to the new highway at the top of the Palisades 140 The New Jersey highway approach was opened in stages beginning in 1927 141 and most of that highway was finished in 1930 142 The construction of the tunnel approach roads on the New Jersey side was delayed for months by Erie Railroad whose Bergen Arches right of way ran parallel to and directly south of Route 139 in the right of way of the proposed approach roads Although the Erie had promised to find another site for its railroad yards it had refused to respond to the plans that the New Jersey State Highway Commission had sent them In March 1925 the Highway Commission decided that construction on the approach roads would begin regardless of Erie s response and so the land would be taken using eminent domain 143 This led to a legal disagreement between the Erie and the Highway Commission 144 The Erie maintained that it absolutely needed 30 feet of land along 12th Street while the Highway Commission stated that the most direct approach to the eastbound Holland Tunnel s 12th Street portal should be made using 12th Street The commission rejected a suggestion that it should use 13th Street one block north because it would cost 500 000 more and involve two perpendicular turns 145 In October 1926 one million dollars was allocated to the completion of the Route 139 approach 146 The contracts for constructing the Holland Tunnel s ventilation systems were awarded in December 1925 147 Two months later the New York New Jersey Vehicular Tunnel Commission asked for 3 2 million more in funding The tunnel was now expected to cost 46 million an increase of 17 million over what was originally budgeted 134 The Holland Tunnel was nearly complete in March 1926 Singstad stated that the tunnel was expected to be opened by the following February 148 By May 1926 the tubes had been almost completely furnished the polished white tile walls were in place as were the bright lighting systems and the Belgian block and concrete road surfaces 6 The north tube s tiles were sourced locally by the Sonzogni Brothers of Union City New Jersey while the south tube s tiles were sourced in equal amounts from Czechoslovakia and Germany 3 4 The tiles surfaces were specially engineered so that they could maintain their coloring even after years of use The lighting systems used in the Holland Tunnel were designed to allow motorists to adjust to a gradual change in lighting levels just before leaving the tubes 7 The ventilation towers were the only major component of the Holland Tunnel that was not completed but major progress had been made by the end of 1926 24 Ole Singstad and the two states tunnel commissions tested the tunnel s ventilation system by releasing gas clouds in one of the tubes in February 1927 Singstad subsequently declared that the ventilation system was well equipped to ventilate the tunnel air 27 However the New York Board of Trade and Transportation disagreed stating that the system would be inadequate if there was a genuine incident within the tunnel In April 1927 the board had conducted their own tests with two lighted candles and a cloud of smoke had filled the entire tube before the ventilation system was able to perform a full exhaust 149 The Chief Surgeon of the U S Board of Mines supported Singstad s position that the ventilation system could sufficiently filter the tubes air 150 To affirm the ventilation system s efficacy in November 1927 the New York and New Jersey tunnel commissions burned a car within the tunnel the ventilation system dissipated the fire within three and a half minutes 151 The governors of New York and New Jersey took ceremonial rides through the tunnel in August 1926 meeting at the tunnel s midpoint 152 The first unofficial drive through the entirety of the Holland Tunnel was undertaken by a group of British businessmen a year later in August 1927 153 The next month a group from the Buffalo and Niagara Frontier Port Authority Survey Commission also visited the tunnel 154 In October a delegation of representatives from Detroit Michigan and Windsor Ontario toured the nearly complete Holland Tunnel to get ideas for the then proposed Detroit Windsor Tunnel 155 156 A reporter for The New York Times was able to make a test drive through the tunnel noting that there is no sudden pressure of wind upon the ear drums and that it would reduce the duration of crossing the Hudson River by between 15 and 22 minutes 9 Three hundred police officers were trained in advance of the Holland Tunnel s opening 157 and bus companies started receiving franchises to operate buses through the tunnel 158 Opening edit nbsp The tunnel s Lower Manhattan entrance in July 2010The Holland Tunnel was officially opened at 4 55 p m EST on November 12 1927 President Coolidge ceremonially opened the tunnel from his yacht by turning the same key that had opened the Panama Canal in 1915 159 Time magazine reported that Coolidge had used the golden lever of the Presidential telegraphic instrument 28 It rang a giant brass bell at the tunnel s entrances that triggered American flags on both sides of the tunnel to separate 28 159 The tunnel s opening ceremony was broadcast on local radio stations 160 Approximately 20 000 people walked the entire length of the Holland Tunnel before it was closed to pedestrians at 7 p m The Holland Tunnel officially opened to vehicular traffic at 12 01 a m on November 13 the next day over a thousand vehicles had gathered on the New Jersey side ready to pay a toll 159 The first car to pay a toll was driven by the daughter of the chairman of New Jersey s Bridge and Tunnel Commission The widows of chief engineers Holland and Freeman rode in the second vehicle that paid a toll 28 159 At the time the Holland Tunnel was the world s longest continuous underwater vehicular tunnel 28 17 as well as the world s first tunnel designed specifically for vehicular traffic 17 3 8 Each passenger car paid a 50 cent toll 161 worth about 8 42 in 2022 162 Tolls for other vehicular classes ranged from 25 cents for a motorcycle to two dollars for large trucks 7 28 161 Commuter bus routes which paid a 50 cent per vehicle toll 161 began operating through the tunnel in December 1927 163 Truckers subsequently objected that these rates were too high as the Holland Tunnel truck tolls were double the tolls that were charged on the trans Hudson ferries by contrast the tunnel s passenger vehicle motorcycle and bus tolls were on par with those charged by the ferries 164 The toll revenues would be used to pay off the tunnel s cost 28 21 which was estimated at 48 million in 1927 dollars 28 21 165 809 million in 2022 dollars Within ten years of opening it was expected that all construction costs would be paid off 165 Horsedrawn vehicles were banned from the tunnel from the start since it was believed that horses slow speeds would cause traffic congestion in the tubes 166 Pedestrian and bicycle traffic was also banned A few months before the tunnel s opening there were suggestions that pedestrians would be allowed to cross the tunnel if they paid a toll described as not encouraging but the idea was never seriously considered 167 The Holland Tunnel was expected to relieve congestion on the vehicular ferries across the Hudson River since the capacity of the tunnel was similar to that of the vehicular ferries Upon opening it had been estimated that up to 15 million vehicles per year could use the tunnel in both directions equating to a maximum daily capacity of 46 000 vehicles or an hourly capacity of 3 800 vehicles 6 14 7 Singstad stated that increasing freight traffic across the river would result in a corresponding increase in truck traffic which would then cause the tunnel to reach its maximum traffic capacity shortly after its opening 168 The Holland Tunnel was immediately popular On November 13 a Sunday 52 285 vehicles passed through the tunnel on its first day of operation more than its projected maximum capacity The lines to enter the tunnel stretched for miles on either end although many of these vehicles were passenger cars who were making a round trip to tour the tunnel 169 28 On November 14 the Holland Tunnel s first weekday of operation the tunnel carried 17 726 cars 170 Traffic counts in the Holland Tunnel remained relatively steady until the following weekend when over 40 000 vehicles went through the tunnel 171 The first holiday rush period for the Holland Tunnel occurred two weeks after the tunnel s opening when around 30 000 motorists used the tunnel over the Thanksgiving holiday there were no major traffic disruptions 172 A half million vehicles had passed through the Holland Tunnel within three weeks 173 and a million had used the tubes by New Year s Day 174 Within the tunnel s first year 8 5 million vehicles had used it and the toll revenue had grossed 4 7 million in profit it was estimated that at this rate the Holland Tunnel s construction costs might be paid off sooner than expected 175 Trans Hudson ferries reported that their traffic counts had been halved in the two weeks since the tunnel opened 176 and at least one ferry route reduced service within one month of the opening 177 Another ferry cut its toll rates to half those of the Holland Tunnel in an effort to recover business 178 The Hudson amp Manhattan Railroad later PATH which operated rapid transit services across the Hudson River through its Uptown and Downtown Hudson Tubes also saw a decline in ridership after the Holland Tunnel opened 179 55 Even after the start of the Great Depression in 1929 when most transit in New York City saw declines the Holland Tunnel saw an increase in traffic as did ferry lines 180 Early years edit In 1930 there was a disagreement between the Hudson River Tunnel Commission and the Port of New York Authority over who would construct the Lincoln Tunnel The tunnel was to be located further north along the Hudson River connecting nearby Weehawken to Manhattan The two agencies merged that April and the expanded Port Authority of New York and New Jersey took over operations of the Holland Tunnel 181 a role that it maintains to this day 4 Real property title was not passed however 182 A second vehicular link between New Jersey and Manhattan the George Washington Bridge opened in October 1931 183 The Lincoln Tunnel the third and final vehicular connection between New Jersey and Manhattan first opened in December 1937 184 185 Within the first 25 years of the Holland Tunnel s opening it had carried 330 million vehicles in total but a significant portion of Holland Tunnel traffic was diverted to the Lincoln Tunnel and George Washington Bridge after the opening of the latter two crossings 186 In 1945 the Port Authority approved the extension of a tunnel approach on the New Jersey side A new viaduct for westbound traffic would connect the intersection of 14th Street and Jersey Avenue outside the Holland Tunnel s exit portal to Hoboken Avenue and NJ Route 139 on top of The Palisades This would supplement an existing bidirectional viaduct which connected Hoboken Avenue with 12th Street and currently only carries eastbound traffic 187 The 14th Street viaduct was first opened for vehicular use in January 1951 although the road was not complete 188 it was officially completed that February 189 The 12th and 14th Street viaducts were later also connected to the New Jersey Turnpike Extension The first part of the extension Newark Bay Bridge opened between Bayonne and Newark Liberty International Airport in April 1956 190 the connection between Bayonne and the 12th 14th Street viaducts was completed that September providing direct highway connection between the Holland Tunnel and Newark Airport 191 The NJ Turnpike Extension as well as the Holland Tunnel and the 12th 14th Street approaches was designated as part of I 78 in 1958 192 nbsp The toll plaza on the New Jersey side in 1985 just before its reconstruction nbsp The reconstructed toll plaza with an E ZPass Cash lane in 2009 Starting in the 1940s New York City officials developed plans to connect the Holland Tunnel s Manhattan end to the Lower Manhattan Expressway a proposed elevated highway connecting to both the Williamsburg Bridge and the Manhattan Bridge to Brooklyn This connection would be part of I 78 193 In 1956 Robert Moses suggested adding a third tube to the Holland Tunnel similar to the Lincoln Tunnel s third tube so there would be sufficient capacity for the proposed expressway traffic 194 The route of the Lower Manhattan Expressway was approved in 1960 195 but quickly became controversial due to the large number of tenants who would have to be relocated 196 The Lower Manhattan Expressway project was ultimately canceled in March 1971 197 The Port Authority voted in 1953 to replace the original tollbooths on the New Jersey side which did not contain canopies with an updated plaza that contained a canopy 32 The next year the Port Authority also voted to refurbish the Holland Tunnel s administration building on the New Jersey side as well as construct a new service building 198 The development of a 2 foot wide 0 61 m one man miniature electric car for tunnel police to be installed on the tubes catwalks was announced in August 1954 199 The Port Authority tested the catwalk car along a 2 200 foot 670 m stretch of the Holland Tunnel 200 After the car had passed its test policemen could patrol the full length of the tubes using the catwalk car instead of having to walk the tubes entire length By use of a swivel seat the policemen could drive the car in either direction 201 Late 20th century edit In 1970 the Port Authority stopped collecting tolls for New Jersey bound drivers through the Holland Tunnel who used the westbound tube while doubling tolls to 1 for New York City bound drivers who used the eastbound tube This was done in an effort to speed up traffic and it was the first toll increase in the tunnel s history 202 Although westbound drivers initially saved time by not paying tolls the removal of westbound tolls ultimately had an adverse effect on traffic in the Holland Tunnel In 1986 the Verrazzano Narrows Bridge between the New York City boroughs of Brooklyn and Staten Island stopped collecting tolls for Brooklyn bound drivers who were generally headed eastbound and doubled its tolls for Staten Island bound drivers who were generally headed westbound 203 This had the effect of increasing congestion along the New Jersey bound tube of the Holland Tunnel which drivers could use for free Drivers would go through New Jersey and use the Bayonne Bridge paying a lower toll to enter Staten Island The amount of westbound traffic in the Holland Tunnel increased compared to eastbound traffic by 1998 there were 50 110 daily westbound trips and 46 688 daily eastbound trips through the tunnel Simultaneously there was a decrease in westbound trips on the Verrazzano Narrows Bridge compared to eastbound trips on the bridge 204 The Verrazzano Narrows Bridge toll pattern also caused traffic gridlock around the Holland Tunnel and Canal Street saw the most severe congestion because it served as the main entrance to the tunnel 205 Fatal accidents involving pedestrians in Lower Manhattan also increased greatly as a result 206 Rush hour congestion within the Holland Tunnel has persisted for more than thirty years due to the Verrazzano Narrows Bridge s one way westbound toll 207 A renovation of the Holland Tunnel s tiled ceilings which were deteriorating due to water damage started in 1983 208 The ceilings were replaced at a total cost of 78 million and the south tube s ceiling was renovated first Since the Holland Tunnel had to remain open during the renovation 4 000 modular concrete ceiling panels were made offsite and narrow lift trucks parked in one of the tube s two lanes installed the panels while traffic continued to move through the tube s other lane The panels were each designed to the specifications of a certain section of tube such that none of the ceiling panels were identical the Port Authority stated that the ceiling replacement project was the first one of its kind in the world 209 In 1988 after the ceiling renovations had been completed work started on replacing the 8 lane tollbooth which consisted of six lanes built in the 1950s and two additional lanes built in the 1980s The new 54 million tollbooth contained 9 lanes and a central control center 33 The Holland Tunnel was listed as a National Historic Landmark on June 27 1993 becoming part of the National Register of Historic Places With this designation it became the 92nd National Historic Landmark in New York City and the sixth such landmark nationally that was a tunnel According to M Ann Belkov the National Park Service superintendent for Ellis Island the tunnel had been granted landmark status because it had been the first mechanically ventilated underwater vehicular tunnel in the world 18 19 21 21st century edit Between 2003 and 2006 the fire protection system in both tunnels was modernized Fire extinguishers were placed in alcoves along the tunnel walls Although the water supply was turned off it remained in place during the renovation 210 The Holland Tunnel was closed on October 29 2012 as Hurricane Sandy approached The tunnel like many other New York City tunnels was flooded by the high storm surge It remained closed for several days opening for buses only on November 2 and to all traffic on November 7 211 212 In February 2018 the PANYNJ approved a 364 million project to repair flood damage from the hurricane 213 214 The agency closed the Holland Tunnel s eastbound tube during late nights except on Saturday nights beginning in April 2020 215 216 Though the work was initially supposed to be completed in early 2022 215 the work was delayed by nearly a year 217 The PANYNJ then announced that the westbound tube would be closed during late nights except on Saturdays between February 2023 and late 2025 216 217 Accidents and terrorism edit The first fatal vehicular crash in the Holland Tunnel happened in March 1932 four and a half years after it opened One person died and two others were injured 218 The 1949 Holland Tunnel fire which started aboard a chemical truck caused severe damage to the south tube of the tunnel 219 The fire resulted in 69 injuries and nearly 600 000 worth of damage to the structure In addition two first responders a FDNY battalion chief and a Port Authority patrolman died as a result of injuries sustained in fighting the fire 220 Due to its status as one of the few connections between Manhattan and New Jersey the Holland Tunnel is considered to be one of the most high risk terrorist target sites in the United States 43 118 Other such sites in New Jersey include the Lincoln Tunnel in Weehawken New Jersey the PATH station at Exchange Place in Jersey City and the Port of Newark in Elizabeth 221 In 1995 Sheik Omar Abdel Rahman and nine other men were convicted of a bombing plot in which a radical Islamic group plotted to blow up five or six sites in New York City including the Holland and Lincoln Tunnels and the George Washington Bridge 222 In 2006 a plot to detonate explosives in a Hudson River tunnel was uncovered by the Federal Bureau of Investigation It was originally reported that the Holland Tunnel was the target but in a later update of the source the plot was clarified to be aimed at the PATH s tubes instead of the Holland Tunnel 223 September 11 attacks edit Further information September 11 attacks Following the September 11 attacks on the World Trade Center the Holland Tunnel remained closed to all but emergency traffic for over a month due to its proximity to the World Trade Center site When the tunnel reopened on October 15 2001 strict new regulations were enacted and single occupancy vehicles and trucks were banned from entering the tunnel 224 In March 2002 before all of the post 9 11 restrictions were lifted a warehouse fire near the eastbound tube s New Jersey portal caused the tunnel to be closed entirely for five days 225 the fire continued for over a week 226 That April all trucks were banned from the westbound tube and trucks with more than three axles were also banned from the eastbound tube 227 Single occupant vehicles were prohibited in the tunnel on weekday mornings between 6 00 am and 10 00 am until November 17 2003 when the restrictions were lifted 228 Tolls editAs of January 7 2024 update the tolls by mail rate going from New Jersey to New York City are 17 63 for cars and motorcycles there is no toll for passenger vehicles going from New York City to New Jersey New Jersey and New York issued E ZPass users are charged 13 38 for cars and 12 38 for motorcycles during off peak hours and 15 38 for cars and 14 38 for motorcycles during peak hours Users with E ZPass issued from agencies outside of New Jersey and New York are charged the tolls by mail rate 1 Tolls are collected at a tollbooth on the New Jersey side Originally tolls were collected in both directions In August 1970 the toll was abolished for westbound drivers and at the same time eastbound drivers saw their tolls doubled The tolls of eleven other New York City to New Jersey and Hudson River crossings along a 130 mile 210 km stretch from the Outerbridge Crossing in the south to the Rip Van Winkle Bridge in the north were also changed to south or eastbound only at that time 202 E ZPass was first made available at the Holland Tunnel in October 1997 229 In March 2020 due to the COVID 19 pandemic all electronic tolling was temporarily placed in effect for all Port Authority crossings including the Holland Tunnel 230 Open road tolling began on December 23 2020 The tollbooths were dismantled and drivers were no longer able to pay cash at the tunnel Instead there will be cameras mounted onto new overhead gantries at the New Jersey side going to New York City 231 A vehicle without E ZPass will have a picture taken of its license plate and a bill for the toll will be mailed to its owner For E ZPass users sensors will detect their transponders wirelessly 232 The carpool discount plan was eliminated because the discount required a manual count of passengers 231 Historical toll rates edit History of tolls for the Holland Tunnel Years Toll Toll equivalentin 2024 162 Direction collected Ref 1927 1970 0 50 8 42 3 77 each direction 161 1970 1975 1 00 7 54 5 44 eastbound only 202 1975 1983 1 50 8 16 5 33 eastbound only 233 1983 1987 2 00 7 10 5 15 eastbound only 234 1987 1991 3 00 7 73 6 45 eastbound only 235 1991 2001 4 00 8 59 6 61 eastbound only 236 2001 2008 6 00 9 92 8 16 eastbound only 237 2008 2011 8 00 10 87 10 41 eastbound only 238 2011 2012 12 00 15 61 15 30 eastbound only 239 2012 2014 13 00 16 57 16 07 eastbound only 240 2014 2015 14 00 17 31 17 28 eastbound only 241 2015 2020 15 00 18 52 17 17 eastbound only 242 2020 2023 16 00 18 09 16 00 eastbound only 243 2023 2024 17 00 17 00 eastbound only 244 Since January 7 2024 17 63 17 63 eastbound only 245 Congestion toll edit Further information Congestion pricing in New York City Tolls As of 2023 update congestion pricing in New York City is planned to be implemented in 2024 drivers who enter Manhattan via the tunnel would pay a second toll 246 247 The congestion charges are planned to be collected via E ZPass and tolls by mail 248 The charges are planned to vary based on time of day and vehicle class but the congestion toll is expected to be charged once per day Drivers who use the Holland Tunnel to enter the congestion zone will receive a credit toward the congestion charge during the day and they would pay a discounted toll at night 246 247 See also edit nbsp New Jersey portal nbsp New York City portal nbsp New York state portalAlbert Capsouto Park adjacent to St John s Park List of bridges tunnels and cuts in Hudson County New Jersey List of fixed crossings of the Hudson River List of tunnels documented by the Historic American Engineering Record in New Jersey List of tunnels documented by the Historic American Engineering Record in New York List of National Historic Landmarks in New Jersey List of National Historic Landmarks in New York City Transportation in New York CityReferences edit a b Tolls Port Authority of New York amp New Jersey Archived from the original on March 1 2019 Retrieved February 2 2020 a b New York City Bridge Traffic Volumes PDF New York City Department of Transportation 2016 p 11 Archived PDF from the original on March 11 2018 Retrieved March 16 2018 a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af National Register Information System Holland Tunnel 93001619 National Register of Historic Places National Park Service April 15 2008 Retrieved May 19 2018 a b c d e Holland Tunnel Statistics Port Authority of New York and New Jersey May 11 2018 Archived from the original on May 16 2018 Traffic Restrictions Port Authority of New York and New Jersey Archived from the original on October 11 2018 Retrieved October 11 2018 a b c d e f g Great Vehicular Tunnel Nearly Completed The New York Times May 30 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 a b c d e f g h 48 000 000 Traffic Tunnel Under Hudson Opens To day New York Sun November 12 1927 pp 1 5 Hannan Frank 1926 Abstracts Of Water Works Literature American Water Works Association 15 6 720 737 Bibcode 1926JAWWA 15f 720H doi 10 1002 j 1551 8833 1926 tb13413 x JSTOR 41227220 a b c d How It Feels To Ride In The Holland Tube The New York Times October 2 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Weekly Traffic Advisory Port Authority of New York and New Jersey September 25 2008 Archived from the original on September 28 2008 McFadden Robert D Dao James August 3 2004 Threats And Responses The Overview At 5 Buildings A Day of Pluck And Patience The New York Times ISSN 0362 4331 Archived from the original on February 13 2015 Retrieved September 25 2008 2017 Monthly Traffic and Percent of E ZPass Usage PDF Port Authority of New York and New Jersey March 2018 Archived from the original PDF on August 29 2019 Retrieved May 2 2018 Aronson Michael June 15 1999 The Digger Clifford Holland Daily News New York Archived from the original on May 30 2019 Retrieved January 16 2017 a b c d e f g h i Smoke Bombs to be Fired in Motor Tunnel PDF New York Sun February 10 1926 p 26 Retrieved April 16 2018 via Fultonhistory com a b Another Engineer Dies on Big Tunnel Job The New York Times March 26 1925 p 1 ISSN 0362 4331 Archived from the original on April 9 2018 Retrieved May 29 2010 a b c Krebs Albin December 9 1969 Ole Singstad 87 Master Builder Of Underwater Tunnels Is Dead The New York Times ISSN 0362 4331 Archived from the original on April 10 2018 Retrieved May 29 2010 a b c d Holland Tunnel ASCE Metropolitan Section Archived from the original on November 13 2016 Retrieved November 12 2016 a b Holland Tunnel National Historic Landmark summary listing National Park Service September 11 2007 Archived from the original on November 15 2007 a b Lange Robie S March 1993 Holland Tunnel National Historic Landmark Nomination PDF National Park Service Archived from the original on August 16 2022 Retrieved April 9 2018 Holland Tunnel National Historic Landmark Nomination Accompanying 12 photos from 1927 1992 PDF National Park Service March 1993 Archived from the original on April 4 2022 Retrieved April 9 2018 a b c d Barron James June 27 1994 A Tunnel Holland Named U S Historic Landmark The New York Times ISSN 0362 4331 Archived from the original on December 30 2009 Retrieved September 25 2008 Ford James July 12 2018 The most important part of commuting you ve never heard of training TBAs WPIX 11 New York Archived from the original on September 12 2018 Retrieved September 12 2018 Kurtz Gretchen April 13 2003 Road and Rail On the Job Way Under Water The New York Times ISSN 0362 4331 Archived from the original on September 12 2018 Retrieved September 12 2018 a b c d e Big River Towers Give Air To Tube Powerful Machinery Is Being Installed on Jersey and Manhattan Shores to Ventilate The Holland Vehicular Tunnel The New York Times November 28 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 a b c d e Tests Show Safety Of Vehicle Tunnel The New York Times October 30 1921 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 a b c d e Howe Jerome W September 14 1924 Boring Out A Highway Under The Hudson The New York Times ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 a b Gas Bomb Fumes Test Holland Tube The New York Times March 16 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b c d e f g h i Science Holland Tunnel Time November 21 1927 Archived from the original on December 5 2008 Retrieved September 25 2008 Compressed Air s Greatest Triumph Popular Science Monthly 25 January 1928 Retrieved November 21 2011 Boyle Plaza Dedicated The New York Times May 6 1936 p 26 ISSN 0362 4331 Archived from the original on April 9 2018 Retrieved May 29 2010 Parisi Albert J July 4 1982 Approaches To Holland Tunnel Being Beautified The New York Times ISSN 0362 4331 Archived from the original on May 19 2018 Retrieved May 18 2018 a b New Toll Booths Planned At Holland Tunnel Entry The New York Times April 10 1953 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 a b Hays Constance L October 10 1988 Construction Delays Due at Holland Tunnel The New York Times ISSN 0362 4331 Archived from the original on April 25 2018 Retrieved April 25 2018 Park of the Past New York Parks Department October 8 2005 Archived from the original on January 5 2015 Retrieved December 23 2014 Holland Tunnel Rotary PDF Ives Architecture Studio Archived PDF from the original on January 5 2015 Retrieved January 3 2015 White Norval Elliot Willensky Fran Leadon 2010 AIA Guide to New York City Oxford University Press p 65 ISBN 978 0 19 538386 7 Holland Tunnel Rotary Studio 5 Partnership Archived from the original on January 5 2015 Retrieved January 3 2015 Holland Tunnel Rotary PDF Ives Architecture Studio Archived PDF from the original on January 5 2015 Retrieved January 3 2015 Rehabilitation of Holland Tunnel New York exit plaza to begin this month Port Authority of New York and New Jersey March 20 2003 Archived from the original on December 30 2014 Retrieved December 29 2014 Port Authority completes Holland Tunnel improvements Port Authority of New York and New Jersey December 29 2004 Archived from the original on December 30 2014 Retrieved December 29 2014 Coolidge Will Open Holland Tube Today The New York Times November 12 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b Blakinger Keri July 13 2016 A look at the history of the little known Freeman Plaza named after a forgotten NYC tunnel engineer New York Daily News Archived from the original on May 10 2018 Retrieved May 9 2018 a b c d e f g h i j k l m Gillespie Angus K 2011 Crossing Under the Hudson The Story of the Holland and Lincoln Tunnels Rutgers University Press ISBN 978 0 81355 003 9 Archived from the original on February 25 2023 Retrieved March 3 2021 Amateau Albert April 21 2010 Hudson Square BID thinking freely about Freeman Plaza The Villager Archived from the original on September 1 2013 Retrieved May 9 2018 Flegenheimer Matt October 9 2012 Park Is Proposed for Holland Tunnel s Entrance in Manhattan The New York Times ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Karni Annie May 14 2013 Pretty plaza sprouts in Hudson Square Crain s New York Business Archived from the original on April 3 2017 Retrieved June 27 2016 Small Parks With Chaise Lounges Open Near Holland Tunnel Entrance DNAinfo New York Archived from the original on August 19 2016 Retrieved June 27 2016 live lunch The Hudson Square Connection a Business Improvement District Archived from the original on July 8 2016 Retrieved June 27 2016 Tcholakian Danielle December 22 2016 12 000 Pound Sculpture Installed in Hudson Square Near Holland Tunnel DNAinfo New York Archived from the original on May 10 2018 Retrieved May 9 2018 Kurshan Virginia August 6 2013 Holland Plaza PDF New York City Landmarks Preservation Commission Archived from the original PDF on September 6 2013 Retrieved May 9 2018 a b c d Cudahy Brian J 2002 Rails Under the Mighty Hudson 2nd ed New York Fordham University Press ISBN 978 0 82890 257 1 OCLC 911046235 Trolley Tunnel Open To Jersey The New York Times February 26 1908 ISSN 0362 4331 Archived from the original on June 30 2021 Retrieved April 24 2018 40 000 Celebrate New Tubes Opening The New York Times July 20 1909 ISSN 0362 4331 Archived from the original on April 25 2018 Retrieved April 24 2018 Open Pennsylvania Station To night The New York Times November 26 1910 ISSN 0362 4331 Archived from the original on April 10 2018 Retrieved May 3 2018 Freight Tunnels Under The Hudson The New York Times June 30 1918 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 a b c d e f g Vehicular Tunnel Under the Hudson Seems Assured New York Sun January 26 1919 pp 1 7 Railroads Would Use A Hudson River Bridge The New York Times June 29 1906 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 3 2018 Want Three Bridges Across North River The New York Times December 6 1908 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 3 2018 a b Tunnels Not Bridge Favored To Jersey The New York Times April 22 1913 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 a b Proposed 30 000 000 Suspension Bridge Over the Hudson River with a New York Approach Near West Fifty Seventh Street The New York Times December 22 1912 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 3 2018 a b c Wagon Subways Under North River To Vie With Great Bridge in Linking Two States PDF New York Herald June 1 1913 p 2 Archived PDF from the original on February 25 2023 Retrieved May 2 2018 via Fultonhistory com Motor Truck Men To Hear River Plan The New York Times March 7 1914 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 3 2018 Greater New York Bulletin of the Merchants Association of New York Merchants Association of New York 1913 p 144 Archived from the original on February 25 2023 Retrieved May 4 2018 HUDSON TUNNEL BILL SIGNED PDF The Saratogian April 4 1913 Archived PDF from the original on February 25 2023 Retrieved April 16 2018 via Fultonhistory com Tunnel Instead of Bridge The New York Times January 19 1913 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 3 2018 a b Driveway Under Hudson to Join States Is Urge PDF New York Herald October 5 1913 p 1 Archived PDF from the original on November 13 2021 Retrieved May 2 2018 via Fultonhistory com a b Connecting Links Between New York and New Jersey The New York Times December 28 1913 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 3 2018 New Yorkers Favor Tunnel To Jersey The New York Times December 11 1913 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 3 2018 New Board To Plan For Jersey Tunnels The New York Times June 9 1917 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 Hudson River Tunnel Plan The New York Times April 8 1917 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 a b c d Urges New Tunnel Under The Hudson The New York Times March 18 1918 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 Ask Nation To Share In Tunnel To Jersey The New York Times June 29 1918 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 Hudson Tube Bill Rejected The New York Times December 13 1918 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 a b c d Asks 28 669 000 For Jersey Tube The New York Times February 15 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 a b Major Gen Goethals Favors Hudson River Tunnel The New York Times January 27 1918 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 Bids 12 000 000 On Hudson Truck Tube The New York Times December 15 1917 ISSN 0362 4331 Archived from the original on May 4 2018 Retrieved May 4 2018 a b Under Hudson Tunnel is Declared Feasible PDF The Saratogian March 17 1919 p 6 Archived PDF from the original on November 13 2021 Retrieved April 16 2018 via Fultonhistory com a b Engineers Study Vehicular Tunnel The New York Times March 16 1919 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 Harrington John Walker June 15 1919 Hudson Under river Roadway The New York Times ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 Pass Hudson Tunnel Bill The New York Times June 18 1919 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 Vehicular Tunnel Contract Signed PDF New York Sun September 28 1919 p 9 Archived PDF from the original on November 13 2021 Retrieved May 2 2018 via Fultonhistory com Hudson Tube Contract The New York Times January 4 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 a b New Vehicular Tube to Cost 28 669 000 PDF New York Tribune February 16 1920 p 6 Archived PDF from the original on February 25 2023 Retrieved April 16 2018 via Fultonhistory com a b c Twin Tubes Under Hudson Will Care For Future Traffic PDF The Sun and New York Herald February 22 1920 p 12 Archived PDF from the original on November 13 2021 Retrieved May 2 2018 via Fultonhistory com Demand Motor Tunnel The New York Times March 21 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Declares Goethals Tube Would Float The New York Times March 2 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 Commissions Bar Goethals Tunnel The New York Times March 10 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 Holland Defends Twin tube Tunnel The New York Times March 24 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 4 2018 Pass Tunnel Bill Over Edwards Veto The New York Times May 5 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Signs Bill To Begin New Jersey Tunnel The New York Times May 26 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 2 Bond Issues By Jersey The New York Times December 3 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 First Bids Opened For Vehicular Tube The New York Times September 22 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Ground Is Broken For Vehicular Tube The New York Times October 13 1920 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 a b c Solve Ventilation of Vehicular Tube The New York Times October 10 1920 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Trying To Settle Tunnel Dispute The New York Times May 2 1921 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 New Hitch Delays Vehicular Tunnel The New York Times July 29 1921 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Gomez John April 10 2012 Brilliant design in Modernist towers that ventilate the Holland Tunnel Legends amp Landmarks The Jersey Journal archived from the original on June 14 2012 retrieved August 12 2012 a b c Bjork K 2007 Saga in Steel and Concrete Norwegian Engineers in America Read Books ISBN 978 1 4067 6829 9 Archived from the original on February 25 2023 Retrieved May 29 2018 Studies and Methods Adopted for Ventilating the Holland Vehicular Tunnels Engineering News Record Vol 98 June 9 1927 pp 934 939 Ventilating the Holland Vehicular Tunnel Heating and Ventilating Magazine Vol 23 no 79 August 1926 Singstad Ole Ventilation of Vehicular Tunnels Proceedings of the World Engineering Congress Vol 9 pp 381 399 Davis A C October 1930 Development of the ventilation system of the Holland Tunnel Heating Piping and Air Conditioning Vol 2 pp 866 874 Fieldner A C Henderson Y Paul J W others February 1927 Ventilation of vehicular tunnels Report of U S Bureau of Mines to New York State Bridge and Tunnel Commission and New Jersey State Bridge and Tunnel Commission Report American Society of Heating and Ventilating Engineers a b c d Pure Air Is Assured For The Vehicular Tunnel The New York Times February 17 1924 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 Study Tube Ventilation The New York Times April 3 1921 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Tunnel Air Called Purest The New York Times December 9 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 10 2018 Advertise for Tube Bids The New York Times December 30 1921 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Vehicular Tubes in Three Years The New York Times January 8 1922 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 19 250 000 Lowest Jersey Tunnel Bid The New York Times February 16 1922 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 Contract Awarded for Jersey Tunnel The New York Times March 29 1922 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 a b c Work Begins Today on Jersey Tunnel The New York Times March 31 1922 ISSN 0362 4331 Archived from the original on April 9 2018 Retrieved May 5 2018 Work on Vehicular Tunnel Commences The New York Times April 1 1922 ISSN 0362 4331 Archived from the original on May 5 2018 Retrieved May 5 2018 a b Condemnation May End Tunnel Delay The New York Times April 23 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Hudson Tunnel Delayed The New York Times April 27 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Tunnel Work Arouses Jersey City Chamber The New York Times June 21 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Jersey City Loses Fight On Tunnel The New York Times July 14 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Jersey Fails To Get Tunnel Celebration The New York Times August 23 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Plaza the Snag in Tunnel Project The New York Times October 24 1923 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 First Shield Set Up For Vehicular Tunnel The New York Times October 15 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Contractors amp Engineers Magazine Contractors amp Engineers Magazine 10 80 1925 Shields for New Tunnel The New York Times April 13 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 New Hudson Tube Boring Is Begun The New York Times September 12 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Shield Starts Bore For Hudson Tunnel The New York Times October 27 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Tunnel Borers Find Thrill Under River The New York Times November 12 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Biggest Caisson to Lie Under Hudson The New York Times December 24 1922 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Trip Of Big Caisson Stiff Job For Tugs The New York Times January 31 1923 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 Big Hudson Tunnel Ready In 36 Months The New York Times January 1 1923 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 5 2018 a b Kindwall Eric P 1997 Compressed air tunneling and caisson work decompression procedures development problems and solutions Undersea and Hyperbaric Medicine Journal 24 4 337 45 PMID 9444066 Archived from the original on August 11 2011 Retrieved March 11 2009 a b Great Vehicular Tunnel Under Hudson Opens Soon PDF Buffalo Courier Express October 30 1927 pp 3T Archived PDF from the original on February 25 2023 Retrieved April 16 2018 via Fultonhistory com a b Vehicular Tunnel Work Progressing The New York Times March 2 1924 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 Bjork Kenneth 2007 Saga in Steel and Concrete Norwegian Engineers in America Read Books pp 181 190 ISBN 978 1 40676 829 9 Archived from the original on February 25 2023 Retrieved May 29 2018 Blow Out Floods Vehicular Tube The New York Times April 4 1924 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b First Tunnel Link is Now Complete The New York Times December 23 1923 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 Rock Wall Found Under The Hudson The New York Times September 9 1923 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 Vehicular Tunnel Cost Up 14 000 000 The New York Times January 15 1924 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 Radio Waves Heard In The Jersey Tube The New York Times January 5 1924 ISSN 0362 4331 Archived from the original on May 6 2018 Retrieved May 6 2018 Radio Music Is Faint In Vehicular Tunnel The New York Times October 22 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b c 3 200 000 More Asked for Tunnel The New York Times February 10 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 Tubes Under River Will Meet Oct 29 The New York Times October 12 1924 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 6 2018 C M Holland Dies After Breakdown The New York Times October 28 1924 p 23 ISSN 0362 4331 Archived from the original on April 2 2018 Retrieved May 29 2010 Submits A New Bid For Ads In Subway The New York Times November 13 1924 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 Fight Plaza Change In River Tube Plan The New York Times February 24 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 10 000 Must Leave Condemned Houses The New York Times July 29 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 a b Walker Waldo August 21 1927 Holland Tube Roadways Involve A Huge Task The New York Times ISSN 0362 4331 Archived from the original on June 21 2018 Retrieved May 9 2018 Jersey Road Link Will Open July 4 The New York Times June 19 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 New Jersey Opens New Auto Route The New York Times September 28 1930 ISSN 0362 4331 Archived from the original on June 21 2018 Retrieved May 8 2018 The Erie Delays Tube Jersey Board Avers The New York Times March 14 1925 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 Railroad And State Seek Priority Ruling The New York Times April 26 1925 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 Erie Won t Budge From Tunnel Site The New York Times May 7 1925 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 1 000 000 for Tunnel Approach The New York Times October 6 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 Bids To Ventilate Tunnel The New York Times December 16 1925 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 Jersey Tunnel Will Be Ready Next February Engineer Says The New York Times March 10 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 Ventilation In Tube Called A Menace The New York Times April 14 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Says Vehicular Tube Will Have Ample Air The New York Times April 28 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Automobile Burned In New Tube As Test The New York Times November 4 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Smith And Moore Meet In Tunnel The New York Times August 22 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 8 2018 British Merchants Ride Under Hudson The New York Times August 26 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Inspects Vehicular Tube The New York Times September 29 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Detroiters See Hudson Tunnel PDF New York Sun October 14 1927 p 59 Retrieved April 16 2018 via Fultonhistory com Detroit Engineers Visit Holland Tube The New York Times October 15 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 300 Traffic Police For Holland Tube The New York Times May 16 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Holland Tunnel Bus Lines The New York Times July 6 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b c d Great Crowd Treks Into Holland Tubes After Gala Opening The New York Times November 13 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Radios Will Carry Tunnel Exercises The New York Times November 12 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b c d Toll Scale Is Fixed For Holland Tunnel The New York Times November 2 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b 1634 1699 McCusker J J 1997 How Much Is That in Real Money A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States Addenda et Corrigenda PDF American Antiquarian Society 1700 1799 McCusker J J 1992 How Much Is That in Real Money A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States PDF American Antiquarian Society 1800 present Federal Reserve Bank of Minneapolis Consumer Price Index estimate 1800 Retrieved May 28 2023 Holland Tunnel Buses The New York Times December 16 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 11 2018 Truckmen Protest Holland Tube Rates The New York Times November 3 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 a b Holland Tunnels To Cost 48 400 000 The New York Times December 27 1926 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Would Bar Horses From Holland Tube The New York Times March 27 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 Walker Waldo August 21 1927 Holland Tube Roadways Involve a Huge Task The New York Times p XX10 ISSN 0362 4331 Archived from the original on March 25 2018 Retrieved May 29 2010 Fears Truck Jam In Holland Tube The New York Times September 17 1927 ISSN 0362 4331 Archived from the original on May 10 2018 Retrieved May 9 2018 52 285 Autos Jam The Holland Tube In Sightseeing Day The New York Times November 14 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 10 2018 Traffic In Tunnel 40 Per Cent Trucks The New York Times November 15 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 10 2018 Sightseers Again Jam Holland Tube The New York Times November 21 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 10 2018 Holiday Test for Tunnel The New York Times November 25 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 10 2018 Holland Tube s 500 000th Car Brings Yule Trees to the City The New York Times December 6 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 10 2018 Million Cars Use Tunnel The New York Times January 1 1928 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 11 2018 8 517 689 Vehicles Used Tube In Year The New York Times November 14 1928 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 11 2018 New Tunnel Hurts Ferries The New York Times November 30 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 10 2018 Ferry Schedule Curtailed The New York Times December 29 1927 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 11 2018 Tunnel Competition Cuts Ferry Rates The New York Times May 8 1928 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 11 2018 Cudahy Brian J 2002 Rails Under the Mighty Hudson 2nd ed New York Fordham University Press ISBN 978 0 82890 257 1 OCLC 911046235 Travel Into City Shows Big Decline The New York Times May 9 1932 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 11 2018 Merge Port Control For Tunnel Project The New York Times April 5 1930 ISSN 0362 4331 Archived from the original on June 19 2018 Retrieved May 11 2018 History Holland Tunnel Port Authority of New York and New Jersey Archived from the original on May 27 2010 Retrieved May 29 2010 56 312 Cars Cross Bridge On First Day The New York Times October 26 1931 ISSN 0362 4331 Archived from the original on May 13 2013 Retrieved May 11 2018 Lincoln Tunnel Dedicated At Ceremony Here New York Sun December 21 1937 pp 1 23 Another Vehicular Tunnel Under Hudson River Now Connects New York and New Jersey Life December 27 1937 p 18 Retrieved March 27 2010 Holland Tunnel Now 25 Years Old The New York Times November 13 1952 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 Uptown Auto Tunnel Reopens Next Friday The New York Times November 2 1945 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 14 2018 New Viaduct to be Used The New York Times December 30 1950 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 Holland Tube Exit Opens Today The New York Times February 13 1951 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 Newark Bay Bridge on Turnpike Opens The New York Times April 5 1956 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 Hudson Pike Link Opened In Jersey The New York Times September 16 1956 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 Wright George Cable September 19 1958 New Roads With New Numbers Will Parallel Old U S Routes The New York Times ISSN 0362 4331 Archived from the original on September 26 2017 Retrieved May 15 2018 Express Way Plan Goes to O dwyer Proposed Lower Manhattan Expressway The New York Times October 14 1946 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 14 2018 Ingraham Joseph C July 2 1956 Third Holland Tube Proposed by Moses The New York Times ISSN 0362 4331 Archived from the original on May 15 2018 Retrieved May 14 2018 Crowell Paul September 16 1960 Downtown Road Linking 2 Rivers Is Voted By City The New York Times ISSN 0362 4331 Archived from the original on May 15 2018 Retrieved May 14 2018 Wagner Puts Off Expressway Plan The New York Times August 20 1962 ISSN 0362 4331 Archived from the original on May 15 2018 Retrieved May 14 2018 Vines Francis X March 25 1971 Lower Manhattan Road Killed Under State Plan The New York Times ISSN 0362 4331 Archived from the original on June 13 2018 Retrieved March 19 2018 Contract Awarded for Tunnel Plaza The New York Times September 12 1954 ISSN 0362 4331 Archived from the original on June 14 2018 Retrieved May 15 2018 Police in Holland Tunnel to Test Tiny Catwalk Car for Patrol Duty The New York Times August 7 1954 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 Car on Catwalk Tested for Holland Tunnel Patrol The New York Times December 21 1954 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 15 2018 Police Car Rides Narrow Gauge Track Catwalk in Tunnel Popular Mechanics Hearst Magazines March 1955 p 100 a b c Moran Nancy August 13 1970 One Way Tolls Confusing Some Drivers The New York Times ISSN 0362 4331 Archived from the original on June 27 2020 Retrieved April 9 2018 Anderson Susan Heller Dunlap David W March 21 1986 New York Day by Day One Way Tolls In Effect on Verrazano The New York Times ISSN 0362 4331 Archived from the original on February 14 2018 Retrieved February 14 2018 Stamler Bernard December 13 1998 Jamming The Traffic Downtown Seems Worse Than Ever Is the Verrazano the Villain The New York Times ISSN 0362 4331 Archived from the original on May 19 2018 Retrieved May 19 2018 Boorstin Robert O April 2 1987 Pollution Rise Tied To One way Toll The New York Times ISSN 0362 4331 Archived from the original on February 14 2018 Retrieved February 14 2018 Lambert Bruce September 12 1993 Neighborhood Report Lower Manhattan Around Holland Tunnel a Deadly Jam The New York Times ISSN 0362 4331 Archived from the original on April 14 2018 Retrieved April 14 2018 Hu Winnie April 9 2018 Outrageous 17 Toll to Cross the Verrazano Vexes Drivers The New York Times ISSN 0362 4331 Archived from the original on April 20 2018 Retrieved April 21 2018 Years Of Delays Seen For Motorists At Lincoln And Holland Tunnels The New York Times October 24 1983 ISSN 0362 4331 Archived from the original on April 13 2018 Retrieved April 25 2018 Schneider Keith October 28 1985 Tunnel Renovation First Of Its Kind The New York Times ISSN 0362 4331 Archived from the original on April 25 2018 Retrieved April 25 2018 Traffic Advisory Holland Tunnel Rehabilitation Work to Begin Monday October 18 Press release Port Authority of New York and New Jersey October 14 2004 Archived from the original on December 3 2008 Retrieved September 25 2008 New York transit commuter lines turning the corner Politico November 2012 Archived from the original on November 5 2012 Retrieved November 2 2012 Holland Tunnel reopens Wednesday after Sandy WABC TV Archived from the original on November 7 2012 Retrieved November 7 2012 Villanova Patrick February 16 2018 Holland Tunnel to undergo 364 million in Hurricane Sandy repairs nj Archived from the original on January 18 2023 Retrieved January 19 2023 PA approves 364M Holland Tunnel upgrade Hudson Reporter February 16 2018 Archived from the original on January 19 2023 Retrieved January 19 2023 a b Holland Tunnel to NY closing nightly for repairs despite coronavirus pandemic ABC7 New York April 20 2020 Archived from the original on January 19 2023 Retrieved January 19 2023 a b Higgs Larry January 17 2023 Holland Tunnel to close for six nights a week until 2025 for major repair that starts in February nj Archived from the original on January 18 2023 Retrieved January 19 2023 a b McGeehan Patrick January 18 2023 Holland Tunnel Out of New York City Will Close Overnight Through 2025 The New York Times ISSN 0362 4331 Archived from the original on January 19 2023 Retrieved January 19 2023 One Killed 2 Hurt in Holland Tube Collision First Fatal Crash Halts Traffic 20 Minutes The New York Times March 19 1932 ISSN 0362 4331 Archived from the original on May 16 2018 Retrieved May 11 2018 Spiegel Irving May 14 1949 Chaotic Scenes in Tunnel Described by the Injured Views Inside the Holland Tunnel Following Chemical Explosion and Series of Fires Yesterday The New York Times p 1 ISSN 0362 4331 Archived from the original on June 6 2011 Retrieved May 29 2010 Jackson Robert W 2011 Highway under the Hudson A History of the Holland Tunnel New York NYU Press p 179 ISBN 978 0 8147 4299 0 Pope Gennarose February 5 2012 Two most dangerous miles in U S The Union City Reporter Archived from the original on February 19 2012 Fried Joseph P October 2 1995 The Terror Conspiracy The Overview Sheik And 9 Followers Guilty Of A Conspiracy Of Terrorism The New York Times ISSN 0362 4331 Archived from the original on April 4 2018 Retrieved April 12 2018 Foreign Plot to Bomb Holland Tunnel Thwarted Updated Threat Watch Archived from the original on August 12 2021 Gilbert Pat R October 16 2001 Traffic s a Breeze As Holland Tunnel Reopens The Record Hackensack NJ Archived from the original on November 2 2012 Retrieved September 25 2008 Jones Richard Lezin March 27 2002 Some Inbound Holland Tunnel Lanes Reopen The New York Times ISSN 0362 4331 Archived from the original on May 19 2018 Retrieved May 19 2018 Ramirez Anthony March 29 2002 Metro Briefing New Jersey Jersey City Holland Tunnel Access Expands The New York Times ISSN 0362 4331 Archived from the original on May 19 2018 Retrieved May 19 2018 Crow Kelly August 1 2002 Neighborhood Report Lower Manhattan Big Trucks Take More Detours and Residents Near Holland Tunnel Just Smile The New York Times ISSN 0362 4331 Archived from the original on May 19 2018 Retrieved May 19 2018 2003 Manhattan River Crossings PDF New York City Department of Transportation February 2005 Archived PDF from the original on October 3 2008 Retrieved September 26 2008 Halbfinger David M October 27 1997 E Z Pass to Start at Hudson River Tunnels The New York Times ISSN 0362 4331 Archived from the original on December 5 2008 Retrieved September 25 2008 In Line With Emergency Orders From New York and New Jersey Port Authority to Collect Tolls Exclusively by Electronic Means and Temporarily Suspend Cash Toll Collection at Hudson River Crossings Port Authority of New York and New Jersey March 22 2020 Archived from the original on March 28 2020 Retrieved March 28 2020 a b Alexander Dan December 23 2020 Holland Tunnel officially goes cashless carpool discounts end New Jersey 101 5 Archived from the original on June 2 2021 Retrieved May 29 2021 GWB Lincoln amp Holland tunnels getting rid of toll booths New Jersey 101 5 July 25 2019 Archived from the original on July 26 2019 Retrieved July 26 2019 Port Authority Bridge and Tunnel Tolls Increase at Midnight The New York Times May 5 1975 ISSN 0362 4331 Archived from the original on April 10 2018 Retrieved April 9 2018 Anderson Susan Heller Carroll Maurice December 21 1983 New York Day by Day The New York Times ISSN 0362 4331 Archived from the original on April 10 2018 Retrieved April 10 2018 Tolls to Rise April 12 on Hudson Crossings The New York Times April 3 1987 ISSN 0362 4331 Archived from the original on April 10 2018 Retrieved April 10 2018 Levine Richard March 23 1991 Port Authority Raises Tolls for 6 Bridges and Tunnels to 4 The New York Times ISSN 0362 4331 Archived from the original on April 10 2018 Retrieved April 10 2018 Smothers Ronald January 26 2001 Port Authority Increases Tolls and Train Fare The New York Times ISSN 0362 4331 Archived from the original on April 10 2018 Retrieved April 10 2018 Epstein Joe January 4 2008 Port Authority raises bridge and tunnel toll to 8 NJ com Archived from the original on April 16 2018 Retrieved April 16 2018 Commuters Face Higher Hudson River Crossing Tolls For Start Of Work Week CBS New York New York WCBS TV September 18 2011 Archived from the original on April 16 2018 Retrieved April 16 2018 Toll Increases Take Effect On Port Authority Crossings CBS New York New York WCBS TV December 2 2012 Archived from the original on April 16 2018 Retrieved April 16 2018 Tolls Going Up At Port Authority Crossings CBS New York New York WCBS TV December 5 2014 Archived from the original on April 16 2018 Retrieved April 16 2018 Latest round of Port Authority toll hikes take effect this weekend ABC7 New York December 4 2015 Archived from the original on April 17 2018 Retrieved April 16 2018 This is How Much New Tolls Cost for NYC Bridges Tunnels NBC New York January 4 2020 Archived from the original on April 29 2022 Retrieved January 5 2020 Higgs Larry December 31 2022 Tolls are going up on N J highways bridges and tunnels in 2023 Here s how much and where NJ com Archived from the original on January 3 2023 Retrieved January 3 2023 Westbrook Elijah January 8 2024 Toll increases take effect for Holland and Lincoln tunnels George Washington Bayonne and Goethals bridges CBS New York Archived from the original on January 8 2024 Retrieved January 8 2024 a b Bascome Erik December 2 2023 NYC congestion pricing How much you ll pay crossing credits exemptions and more silive Archived from the original on December 2 2023 Retrieved December 2 2023 a b Kramer Marcia Williams Doug Duddridge Natalie November 30 2023 Congestion pricing draft report obtained by CBS New York shows 15 toll for most drivers entering Manhattan s Central Business District CBS New York Archived from the original on December 2 2023 Retrieved December 2 2023 Ley Ana June 28 2023 How Might Congestion Pricing Actually Work in New York The New York Times ISSN 0362 4331 Archived from the original on December 2 2023 Retrieved December 2 2023 Further reading editJackson Robert W 2011 Highway Under the Hudson A History of the Holland Tunnel New York New York University Press ISBN 978 0 8147 4299 0 The Holland Tunnel New York Daily News Wednesday February 25 2009External links edit nbsp Wikimedia Commons has media related to Holland Tunnel KML file edit help Template Attached KML Holland TunnelKML is not from Wikidata Port Authority of New York amp New Jersey Holland Tunnel Historic 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