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The Lincoln Tunnel is an approximately 1.5-mile-long (2.4 km) tunnel under the Hudson River, consisting of three vehicular tubes. It connects Weehawken, New Jersey, on the west bank of the Hudson River, with Midtown Manhattan in New York City on the eastern bank. An integral conduit within the New York metropolitan area, it was designed by Norwegian-born civil engineer Ole Singstad and named after U.S. President Abraham Lincoln.

Lincoln Tunnel
Lincolntunnel.jpg
New Jersey entrance to Lincoln Tunnel
Overview
Location Weehawken, New Jersey to Midtown Manhattan, New York City, US
Coordinates 40°45′45″N 74°00′40″W / 40.7625°N 74.0111°W / 40.7625; -74.0111Coordinates: 40°45′45″N 74°00′40″W / 40.7625°N 74.0111°W / 40.7625; -74.0111
Status Open
Route Route 495 (NJ side)
NY 495 (NY side; disputed)
Crosses Hudson River
Start Weehawken, New Jersey
End Manhattan, New York
Operation
Constructed March 1934 – December 1937 (center tube)
1937–1938, 1941–1945 (north tube)
1954–1957 (south tube)
Opened December 22, 1937; 80 years ago (1937-12-22) (Center tube)
February 1, 1945; 73 years ago (1945-02-01) (North tube)
May 25, 1957; 60 years ago (1957-05-25) (South tube)
Owner Port Authority of New York and New Jersey
Operator Port Authority of New York and New Jersey
Traffic Automotive
Character Limited-access
Toll (eastbound only) As of December 6, 2015; Cars $15.00 for cash, $12.50 for Peak (E-ZPass), $10.50 for Off-peak (E-ZPass)
Vehicles per day 112,995 (2016)[1]
Technical
Length 7,482 ft (2,281 m) (north)
8,216 ft (2,504 m) (center)
8,006 ft (2,440 m) (south)[2]
No. of lanes 6
Operating speed 35 miles per hour (56 km/h)[3]
Lowest elevation −97 feet (−30 m)[2]
Tunnel clearance 13 feet (4.0 m)[2]
Width 21.5 feet (6.6 m)[2]

The Lincoln Tunnel was originally proposed in the late 1920s and early 1930s as the Midtown Hudson Tunnel. The tubes of the Lincoln Tunnel were constructed in stages between 1934 and 1957, having been delayed due to various reasons. The central tube, which originally lacked sufficient funding due to the Great Depression, started construction in 1934 and opened in 1937. The northern tube, which started in 1936, was delayed due to World War II-related material shortages and was opened in 1945. Although the original plans for the Lincoln Tunnel called for two tubes, a third tube to the south of the existing tunnels was planned in 1950 due to high traffic demand on the other two tubes. Due to disputes over tunnel approaches, construction on the third tube did not start until 1954, and the third tube opened in 1957. The Lincoln Tunnel underwent a series of gradual improvements in following decades.

The Lincoln Tunnel is one of two automobile tunnels built under the Hudson River, the other being the Holland Tunnel between Jersey City, New Jersey and Lower Manhattan. The Lincoln Tunnel is also one of six tolled crossings in the New York area owned by the Port Authority of New York and New Jersey, although the tolls on each crossing are only collected in the eastbound direction. As of 2016, both directions of the tunnel carry a combined average of 112,995 vehicular crossings every day. The tunnel is part of New Jersey Route 495 on the western half of the river, and the New York State Route 495 on the eastern half of the river, although the latter designation is not signed, and its use is inconsistent in official documents.

Contents

DescriptionEdit

The three tubes comprise six traffic lanes in total and carry a combined total of almost 113,000 vehicles per day as of 2016.[1] Although the center tube normally provides one travel lane in each direction, both of the travel lanes in the tunnel's center tube are reversible and can be configured for peak-hour traffic demand if needed.[4] The northern and southern tubes respectively carry westbound and eastbound traffic exclusively.[5] Normally, only motor traffic uses the tunnel, but every year, a few bicycle tours and foot races pass through by special arrangement.[6]

Although the three portals are side by side in New Jersey, in New York City the north tube portal is near Eleventh Avenue between 38th and 39th Streets. This portal is one block west of the other two tunnels' portals, which emerge side by side at Tenth Avenue between 38th and 39th Streets.[7] As a result, the three tunnels are of different lengths.[2] The longest tube is the 8,216-foot (2,504-meter) center tube,[8] which runs parallel to the 8,006-foot (2,440-meter) southern tube.[9][2] The northern tube is 7,482 feet (2,281 meters) long,[2] and this difference arises because the location of its portal in Manhattan is located a block west of the other two tunnels' portals.[7]

New Jersey approachEdit

 
View of the Helix from the east. The highway descends from the top of the ledge (at right, not visible) to the tunnel's toll plaza (background)

The main approach road on the New Jersey side is New Jersey Route 495 (NJ 495), a state highway running in a west-east direction within an open cut through Union City. The New Jersey approach roadway, locally known as the "Helix", turns in a three-quarters circle before arriving at the tollbooths in front of the tunnel portals.[5] This is because of the steep King's Bluff ledge in Union City, which is located right above the tunnel portal.[10] The helix roadway descends over a distance of 4,000 feet (1,200 m).[11]

NJ 495 approaches the Helix from the west, crossing over John F. Kennedy Boulevard East. To the east of the JFK Boulevard East overpass, the roadway of NJ 495 curves to the south and starts its descent. At this point, the westbound direction has a northbound ramp that diverges to two streets: northbound JFK Boulevard East, and northbound Park Avenue.[5] Both directions of NJ 495 continue south onto a rock shelf and then onto a viaduct, which descends before turning west and then north. While it curves west, the helix crosses JFK Boulevard East again, this time in an east-to-west direction.[11] As the viaduct turns north, Park Avenue begins to follow the viaduct along its west side. The two directions split, and the ramp from the center tube to southbound Park Avenue rise between the two directions of traffic. The ramp from northbound Park Avenue to the eastbound tunnel merges to the outside (east) of the viaduct, while the ramp from the westbound tunnel to southbound Park Avenue dips into a short tunnel underneath the avenue. The avenue itself ascends King's Bluff in a relatively straight line from south to north.[5]

As Park Avenue continues to ascend the ledge, the viaduct descends to ground level, where there is a tollbooth for eastbound traffic. Westbound traffic does not pay a toll, and so the westbound portion of the toll plaza does not have tollbooths. Just north of the tollbooth, the highway lanes split into the portals for the three tubes, which are ornamented with stone. The tubes then curve east and cross under the Hudson River.[5] This tollbooth has 13 toll lanes.[2]

As of 2015, the Port Authority considered the Helix to have a working lifespan of ten years. Alternatives to its replacement included tunnels under the Palisades directly to the Lincoln Tunnel portals.[12][13]

An administration building is also located on the New Jersey side.[14] The administration building is located along Boulevard East, running along the east side of the toll plaza.[15]

Manhattan approachesEdit

Manhattan portals of the south and center tubes
Northbound approach to the tunnel at 36th Street and Dyer Avenue

In Manhattan, Dyer Avenue and the Lincoln Tunnel Expressway serve as the primary egress roadways for the Lincoln Tunnel. Dyer Avenue runs between Ninth and Tenth Avenues and exists in three sections, located between 30th-31st Streets, 34th-36th Streets, and 40th-42nd Streets in south-to-north order. The Lincoln Tunnel Expressway, a bidirectional divided highway that passes below street level, connects the southern section of Dyer Avenue with the Lincoln Tunnel. The primary entrance roadways for the Lincoln Tunnel are Galvin Avenue; the southern two sections of Dyer Avenue; and the Lincoln Tunnel Expressway. Galvin Avenue runs between Tenth and Eleventh Avenues, carrying traffic southbound from 42nd to 40th Streets.[5]

The southernmost tube, which carries eastbound traffic to New York, surfaces just northeast of the intersection of 38th Street and Tenth Avenue. It leads directly to both the northern and southern legs of Dyer Avenue. The northern leg leads to 40th through 42nd Streets and carries northbound traffic only, while the southern leg leads to 36th through 34th Streets and carries both directions of traffic between these streets. At 36th Street, an exit ramp from the southbound Dyer Avenue leads to the Lincoln Tunnel Expressway, which continues to 31st Street (for westbound traffic) and 30th Street (for eastbound traffic). The surface section of Dyer Avenue continues to 35th Street, where westbound traffic can turn right, and then to 34th Street, where traffic can turn either left or right for eastbound and westbound traffic, respectively.[5]

The center tube, which is reversible, ascends to ground level just southeast of 39th Street and Tenth Avenue, parallel to the southernmost tube. The tube funnels directly into the southbound Lincoln Tunnel Expressway, while an exit ramp leads to both legs of Dyer Avenue. A ramp from the northbound expressway also leads to the center tube.[5]

The northern tube, carrying westbound traffic to New Jersey, is fed from four ramps. The first ramp originates from the intersection of 30th Street and Dyer Avenue, and leads to the northbound Lincoln Tunnel Expressway. This ramp carries traffic from both northbound Tenth Avenue and southbound Ninth Avenue. The second ramp diverges from eastbound 33rd Street and merges directly into the northbound expressway. The third ramp leads from the segment of Dyer Avenue that runs between 34th Street and 36th Street. This ramp carries traffic only from westbound 34th Street, but also contains interchanges with westbound 35th Street and both directions of 36th Street. The third ramp then merges with the expressway, which descends into a short tunnel until 10th Avenue and 40th Street. At this point, the highway surfaces and there is an option to exit on the left, to westbound 39th Street. This is marked as the last exit in New York. The fourth ramp merges with highway traffic at this point, carrying traffic from the intersection of 40th Street and Galvin Avenue. Traffic traveling eastbound on 40th Street is forced to enter this ramp, while westbound traffic on 40th Street and southbound traffic on Galvin Avenue have the option to either enter the ramp or continue on 40th Street. After the fourth ramp merges into the westbound expressway, the roadway dips into the northern tube just east of Eleventh Avenue.[5]

Exclusive bus laneEdit

 
Lincoln Tunnel Helix during AM rush hour with buses using a normally west bound lane to approach tunnel toll plaza

During the morning rush hour, one traffic lane in the center tube, the Lincoln Tunnel Exclusive Bus Lane (XBL), is used only by buses.It is fed by the New Jersey Turnpike at Exits 16E and 17, and New Jersey Route 3.[16]

The XBL is by far the busiest and most productive bus lane in the United States.[17] The lane operates weekday mornings from 6:00 to 10:00 AM, accommodating approximately 1,700 buses and 62,000 commuters, most of whom continue to the Port Authority Bus Terminal.[16] The ridership on the buses using the XBL is higher than that on NJ Transit's commuter rail into Penn Station.[18] Over 100 bus carriers utilize the Exclusive Bus Lane.[19] New Jersey Transit operates fifty-seven interstate bus routes through the Lincoln Tunnel, as do numerous regional and long distance companies.[20]

The XBL was first proposed in 1964, when studies were conducted to address the feasibility of such a bus lane during the weekday morning peak period.[21] The XBL was approved on a trial basis in September 1970, since buses from New Jersey would be stuck in the heavy congestion within the tunnel approaches.[22] This bus lane was implemented in December of the same year, exclusively carrying buses during morning rush hours.[23] Due to the success of the bus lane, it was made permanent after the year-long trial ended.[24]

HistoryEdit

PlanningEdit

In early 1929, the Fifth Avenue Association proposed that the Port of New York Authority construct and operate a tunnel under the Hudson River that would connect Weehawken, New Jersey, with the West Side of Manhattan, New York.[25] The proposed tunnel, along with another tunnel linking the East Side of Manhattan with the New York City borough of Queens, would help facilitate traffic to and from Midtown Manhattan. It was proposed that the two tunnels would eventually form a direct route from New Jersey to eastern Long Island via Manhattan and Queens.[14] Another person proposed linking New Jersey and Queens directly via one continuous tunnel.[26] The Holland Tunnel downstream, connecting Jersey City, New Jersey, with Lower Manhattan, had been completed two years prior.[27] After the Manhattan-Queens tunnel was formally recommended by the New York City Board of Estimate in June 1929, the heads of New York's Bridge and Tunnel Commission and New Jersey's Interstate Bridge and Tunnel Commission reiterated their proposal to extend the Manhattan-Queens tunnel to New Jersey.[28]

The New York State Legislature considered two proposals for the Weehawken-Manhattan tunnel in January 1930. Although both would connect Weehawken to 38th Street in Manhattan, one proposal called for the Port Authority to build and operate the tunnel, while the other would entail operations by the "Joint Tunnel Committee", composed of the bridge and tunnel commissions of both states.[29] Later that month, the New Jersey State Legislature created a committee that, among other things, would confer with New York officials regarding the plans for the Weehawken-Manhattan tunnel.[30] In February, New Jersey Governor Morgan F. Larson and New York Lieutenant Governor Herbert H. Lehman agreed to send bills to their respective state legislatures, which would authorize the construction of the tunnel.[31]

 
Course of the Lincoln Tunnel under the Hudson River

Although the two states had agreed to build the Weehawken-Manhattan tunnel, there were disagreements on funding: the Port Authority believed the tunnel would cost $95.5 million while the two states' tunnel commissions thought the tunnel would only be $66.9 million. Ole Singstad, chief engineer for both states' tunnel commissions, believed the distance between the two existing Hudson River vehicular crossings, the Holland Tunnel and George Washington Bridge, was large enough that the Weehawken-Manhattan tunnel would carry 10 million vehicles in its first year. By contrast, the Port Authority believed that the tunnel would only carry 7 million vehicles in its first year.[32] This disagreement held up financing for the tunnel, but only briefly.[33] In April 1930, the two states' tunnel commissions agreed to merge with the Port of New York Authority. The combined agency, a reorganized Port Authority, would build and operate the Weehawken-Manhattan tunnel.[34] Six Port Authority board members were appointed by New Jersey Governor Larson as part of this merger.[35]

In June 1930, the Port Authority announced that the tunnel would be called "Midtown Hudson Tunnel".[36] The same month, the agency began conducting a study of traffic patterns around the proposed tunnel's portals.[37] By December of the same year, officials from both states were discussing preliminary plans for the tunnel. At the time, it was expected to begin construction the next year with an opening of 1938, and it was projected to cost $95 million, with both states paying a share of the tunnel's cost.[38] In January 1931, the Port Authority decided that the Midtown Hudson Tunnel's construction was feasible, and so it recommended that the tunnel be constructed. The $95 million cost was proposed to be offset by the 12.5 million vehicles that would use the tunnel in its first year.[39] The preliminary plans included a "mixing plaza", where traffic from the Midtown Hudson Tunnel would interchange with traffic from the tunnel to Queens.[40]

The start of construction was delayed due to the onset of the Great Depression, since the Port Authority could not market enough of its bonds at the ​4 14% interest rate that it had decided on.[41] The Port Authority applied to the federal Reconstruction Finance Corporation (RFC) for funds, but the RFC wanted the Port Authority to market these bonds at a 5% rate, which the Port Authority felt was too high.[42] Despite a lack of funds for the Midtown Hudson Tunnel itself, the Port Authority was buying real estate within the tunnel's right of way, and by April 1932, had purchased much of the real estate within the tunnel's future path.[43] In February 1933, Herbert Lehman, now the Governor of New York, announced that his Emergency Public Works Commission would seek a $75 million loan for the Midtown Hudson Tunnel from the RFC.[44] In March, after nearly a year of negotiations, the RFC announced a tentative agreement to market these bonds at a ​4 12% rate.[42] The Federal Emergency Administration of Public Works (later the Public Works Administration, or PWA) advanced the Midtown Hudson Tunnel project a $37.5 million loan that August.[45] The Port Authority accepted the loan, with the intent to start construction within two months, although Port Authority chairman John F. Galvin stated that this loan would only be sufficient to pay for one of the two tubes that were planned.[46] At the time, the final properties in the tunnel's right-of-way had not yet been purchased.[45]

Plans for the New Jersey approach were filed in September 1933. Initially, the approach would curve south to Bergenline Avenue in Union City, and in future phases, the approach would be extended across The Palisades to North Bergen.[47] On the Manhattan side, the tube approach would rise to ground level at around 39th Street east of Tenth Avenue. Between Ninth and Tenth Avenues, the approach would then split in two directions with one roadway going south to 34th Street and the other going north to 42nd Street.[48] The United States Department of War held a hearing about the proposed tunnel, in which it received only two complaints, both from shipping lines that were concerned about the Port Authority's intention to use "blankets" to cover the tubes. The blankets were to located 40 feet (12 m) below mean water level, about the same depth as the bottoms of the shipping companies' vessels. The Department of War gave permission for the Midtown Hudson Tunnel's construction in October 1933, noting that the top of the new tunnel would be at least 60 feet (18 m) below mean water level, which would allow the Hudson River to be dredged to a lower depth if necessary.[49]

First tubeEdit

Early progressEdit

In November 1933, the Port Authority announced that it had picked the chief engineers for the Midtown Hudson Tunnel. These officials included O. H. Ammann as the Chief Engineer; Ole Singstad, the New York and New Jersey Tunnel Commissions' former chief engineer, as the Chief Tunnel Consulting Engineer; Ralph Smillie, the Triborough Bridge and Tunnel Authority chief engineer, as Design Engineer; Robert Ridgway and James Forgie as tunnel consultants; Charles S. Gleim as Engineer of Construction; and Port Authority Commissioner Alexander J. Shamberg as chief of the division that would oversee construction. John Galvin, formerly the Port Authority chairman, would be retained as a consultant.[50] The tube would stretch 6,000 feet (1,800 m) from the New Jersey side's ventilation shaft to the New York side's construction shaft, but the total length between portals would be 8,218 feet (2,505 m). It was slated to have a diameter of 31 feet (9.4 m) carrying a 21-foot-wide (6.4 m) roadway, with a cast-iron and steel outer lining and a concrete inner lining. This contract would also include the construction of ventilation shafts on each side, as well as 60 feet (18 m) of additional tunnel on the New Jersey side. The tube was to be bored using the shield-tunneling method, and shields would proceed from both sides at the same time, although the shield on the New York side would pass through a caisson for the tunnel. Tunneling work would start on the New York side first because a construction shaft had already been sunk to the west of Eleventh Avenue, while the New Jersey shaft would be sunk later.[51] Thirty-two ventilation buildings would be constructed, of which 15 would pull air into the tunnel, and 17 would exhaust air from the tunnel.[52] The Port Authority received five bids for the construction of the Midtown Hudson Tunnel.[53]

Construction began on the first tube, now the center of the three tubes, on May 18, 1934, with ceremonies on both sides. Officials from the federal, state, and city levels were in attendance at the ceremony on the New York side, where New York City Mayor Fiorello H. La Guardia and New Jersey Governor A. Harry Moore wielded picks to dig up the ceremonial first mound of dirt.[54] The caisson for the New York side was floated into place in July.[55] That month, issues arose when the City of Weehawken refused to let the Port Authority conduct blasting for the New Jersey ventilation shaft for more than 12 hours a day. The Port Authority warned that this could delay construction.[56]

 
Construction progress, 1936

Meanwhile, the Port Authority still had not acquired and cleared all of the land in the way of the Midtown Hudson Tunnel's approaches.[57] Construction of the approaches on the New York side necessitated the demolition of 91 buildings, mainly tenements, between Ninth and Tenth Avenues from 34th to 42nd Street. These buildings, located in the neighborhood of Hell's Kitchen, were seen as either "insanitary and dangerous" or "likely to become so".[58] The demolition process was inadvertently aided by a fire that burned down one of the condemned buildings in October 1934.[59] Bidding for the New York approach was opened in June 1935, by which point the demolition of the 91 buildings was well underway.[60] On the New Jersey side, there were disagreements over how to construct the approach, since Weehawken had been built on a sharp ledge called King's Bluff. In July 1935, after discussing 75 proposals for two and a half years, the Weehawken town council voted to approve a distinctive "loop" approach.[61] At the western end of the Midtown Hudson Tunnel in New Jersey, the tube would curve south and then end at a portal, where there would be a toll plaza. A road would diverge to the east, then quickly turn north and then west while ascending the ledge.[62] This loop would lead from Hudson Boulevard East at the bottom of King's Bluff to Pleasant Avenue at the top.[10]

Sandhogs, specialized construction workers, proceeded to dig the Midtown Hudson Tunnel from both ends at a rate of 25 feet (7.6 m) per day,[63] though 250 feet of tunnel had been dug during one week in June 1935.[64] Compressed air was used to prevent river water from flooding the tunnel, and a temporary bulkhead was built a few yards past the construction shaft, through which air was pumped. The tunneling shields continued digging past the bulkhead, within the pressurized chamber. An airlock was provided in order to prevent workers from undergoing sudden depressurization. After a section of the bore was completed, the sandhogs assembled segments of 14 curved metal pieces into rings that measured 31 feet in diameter and weighed 20 tons.[65] During the process of construction, 145,000 cubic yards (111,000 m3) of sediment and earth and 28,000 cubic yards (21,000 m3) of rocky dirt were displaced, and 2,370 metal rings were installed.[66] This work posed some danger: a dynamite accident in April 1935 killed three sandhogs.[67] Half of the tunnel had been excavated by June 1935,[68] and the two parts of the tube were connected in a ceremony in August 1935, four months ahead of schedule.[69]

The method of financing the Midtown Hudson Tunnel was revised in late 1935. Originally, the Port Authority had advertised $34.3 million in bonds at a 4% interest rate, with the first issue of bonds set to mature in 1975.[70] In November, the PWA announced that it would change the $37.5 million loan to a $4.78 million grant once the Port Authority had sold the PWA $22.3 million in bonds.[71] The rest of the outstanding balance, approximately $10.4 million, was to be raised privately, and the Port Authority would have raised $32.7 million in bonds by the time the grant was awarded.[72] The next month, the Port Authority awarded a $16.5 million bond issue at ​3 34% interest rate.[73] The PWA advanced the grant to the Port Authority in January 1936.[72]

In December 1935, the Port Authority advertised bids for the Weehawken entrance plaza. The plaza consisted of the loop approach; a tollbooth; a 145-foot (44 m) steel, brick, and sandstone ventilation building above the tunnel; a section of tube connecting the plaza to the existing underwater segment; and space for a second tunnel portal to the north of the first portal.[74] By this time, the Midtown Hudson Tunnel project was one-third completed.[75] The part of the tube that connected to the entrance plaza was holed-through in September of the same year.[76] New Jersey civic groups stated that they needed to raise another $9 million in bond funds, since the construction of the proposed entrance plaza in Weehawken would bring the project's cost to $46.5 million.[77] This cost would be composed of $42 million raised in bonds plus the $4.78 million PWA grant.[78] That November, the Port Authority's commissioners authorized the agency to seek an additional $9 million in funds from the PWA.[78]

Simultaneously, work began on retrofitting the tunnel for vehicular use. Workers installed 800,000 glass tiles, each 6 inches (15 cm) square, along the ceiling of the tube, comprising what The New York Times described as "the largest glass ceiling in the world".[79] After an unexpected gasoline leak from gas stations near the Midtown Hudson Tunnel, workers installed fireproof copper sheeting within the tunnel.[80] Bids for installing electrical ducts were let in August 1936.[81] By that October, most of the tube-retrofitting work had been completed, and the Midtown Hudson Tunnel was scheduled to open in fall 1937, several months ahead of schedule. The only major parts of the tunnel that had not been completed were the approaches on either side, but these were progressing quickly as well, as the New York approach plaza was already being excavated.[82]

Nearing completionEdit

By April 1937, the Midtown Hudson Tunnel was 75% completed, and its opening was projected for the next year.[83] As the tunnel could be confused with the Queens–Midtown Tunnel on the other side of Manhattan, the Port Authority decided to rename the project that month.[84] According to Rutgers University professor Angus Gillespie, the Midtown Hudson Tunnel was renamed after U.S. President Abraham Lincoln because the Port Authority believed that the tunnel was "parallel to the importance of the George Washington Bridge", which had been named after the first U.S. President.[27] Several other names had been considered and rejected.[84] At the same time, the two under-construction approaches on the New York side were named after Port Authority chairmen who had been important figures in the Lincoln Tunnel's construction. Galvin Avenue, which would connect the tunnel north to 42nd Street, was named after John F. Galvin. Dyer Avenue, which would lead south to 34th Street, was named for General George R. Dyer, who had died by that point.[84] A contract for the Weehawken approach, the first part of a future "express highway" to the tunnel (now New Jersey Route 495), was awarded in July 1937.[10]

By October of the same year, the Lincoln Tunnel's first tube was very close to completion, and an inspection ceremony was held for New York and New Jersey politicians. The tube's opening was pushed forward several weeks from spring 1938 to late 1937.[85] It was estimated that the construction of the Lincoln Tunnel had directly employed 2,800 workers at its peak, working a combined 6.3 million hours, and that workers across 40 states had worked for a combined 15 million hours to produce materials for the construction effort.[86]

Opening and early yearsEdit

 
View from inside the tunnel

The first tube was formally dedicated on December 21, 1937. The opening ceremony was accompanied by a military parade on the New Jersey side, as well as the detonation of a series of aerial bombs launched from military ships. It was also marked by separate speeches from New York City Mayor La Guardia and the governors of New York and New Jersey.[8] The first vehicles began passing through the tube at 4:00 AM the next day.[8][87] The sculptor Julio Kilenyi created a commemorative medal for the tunnel's opening ceremony, having created similar medals for the opening of the Holland Tunnel and George Washington Bridge.[88]

The newly opened tube carried traffic in both directions,[8] and passenger cars traveling in either direction were charged 50 cents.[89] Due to the limited capacity of the new tube, heavy trucks were temporarily banned, and a minimum speed limit of 20 miles per hour (32 km/h) was imposed until a second tube could be completed.[90] Two gasoline-electric tow trucks, dubbed as the largest of their kind, were delivered to the Lincoln Tunnel in case a vehicle broke down.[91] Two hundred staff were hired to oversee day-to-day operations of the tunnel, working at an administration building on the New Jersey side. Two telephone systems were also installed within the tunnel, one for communicating with workers in the administration building and the other for contacting emergency services.[14]

The tube was used by 3,700 vehicles within the first 12 hours of its opening,[92] and by 7,661 vehicles within the first 24 hours.[93] The Port Authority devised a slogan to encourage motorists to use the tunnel, advertising it as "the Direct Way to Times Square" and erecting road signs to that effect.[94]

Daily traffic counts decreased with the first month of the tube's opening, since the opening ceremony had coincided with the holiday travel season at the end of December 1937. In any case, the Lincoln Tunnel had carried less than 10,000 daily vehicles during the December holiday season, compared to the Holland Tunnel's 40,000 daily vehicles, since the Holland Tunnel contained two 2-lane tubes.[95] The Port Authority marketed the new tunnel with the slogan "Don't Mark Time, Make Time, Use the Lincoln Tunnel", which was selected from a set of 3,500 Port Authority employees' proposals.[96] The Lincoln Tunnel saw 1,790,640 vehicles during its first year of operation, but it was not yet profitable: even after all toll revenues were accounted for, the Port Authority had spent a net $953,857 on operating the tunnel.[97] By 1940, the tunnel was carrying 4,000,000 vehicles annually,[98] and by 1942, that count had increased to 4,500,000.[99] A preliminary 1944 estimate put that year's vehicular count at 5,500,000, due to traffic increases during the war.[100]

At the time of the tube's opening, six interstate bus companies filed plans to run a combined 250 buses per day through the tunnel.[101] Previously, buses from Weehawken had to drive onto ferries to access Manhattan, but in July 1938, the Interstate Commerce Commission granted the bus companies permission to use the tunnel.[102] By March 1939, there were 600 buses per day using Lincoln Tunnel, running on twelve routes operated by five companies. That month, three more bus companies were given permission to operate an additional combined total of 600 buses.[103] After this permission was granted, the New York City government opposed any further authorizations for bus companies, since they would cause congestion in Manhattan streets.[104] In December 1940, it was announced that a new bus terminal would be built on the Manhattan side of the Lincoln Tunnel, between Eighth Avenue, 41st Street, Ninth Avenue, and 42nd Street.[105] Manhattan Borough President Stanley M. Isaacs proposed building a short tunnel between the Lincoln Tunnel and the new terminal.[106] The city approved the construction of the new terminal and connecting tunnel in January 1941. Plans for a bus terminal were delayed because of World War II, which used the resources intended for most projects that were not directly involved in the war effort.[107]

Construction of second tubeEdit

In November 1936, as construction on the first tube was winding down, the Port Authority's commissioners met to discuss the feasibility of adding a second tube, located north of and parallel to the first tube.[108] Although the original design in 1933 had called for two tubes,[46] the PWA funds had only covered the cost of the first tube. It was estimated that if a second tube were to be built immediately, the cost of that tube would be cheaper because the workers and machinery were already on site.[108] The commissioners thus agreed to construct a second tube,[78][109] which was expected to cost an additional $33 million, bringing the total cost of the project to around $80 million.[78] The next month, the Port Authority sold a $10 million bond issue at a 3% interest rate.[110] In August 1937, the PWA issued $29.1 million in funds for the second tube, consisting of a $26 million loan and a $3.1 million grant.[111] By the time the first tube had opened in December 1937, the cost of construction had risen to $85 million.[112] At the time, the second tube was set to be completed in 1940.[14]

A contract for the second tube was released in February 1937, at a cost of $8.7 million.[113] That July, a steel caisson, similar to that for the first tube, was sunk into the Manhattan side at the western end of 39th Street.[114] The next month, three parcels of land in New Jersey were acquired to make way for the second tube.[115] The second-tube project would include the construction of the "express highway" in New Jersey, which would connect to NJ 1 (now part of U.S. 1) and NJ 3 in western North Bergen.[111] At the time of the first tube's opening, the express highway ended at the toll plaza just outside the tunnel portal, leading to Boulevard East and Park Avenue.[116] Bidding for the express highway began in January 1938,[117] and a contract for the "helix" ramp to the express highway was awarded in April of that year.[118]

 
The express highway to Lincoln Tunnel, now part of New Jersey Route 495

Boring work on the tube itself proceeded quickly, and in May 1938, the two segments of the second tube were holed-through. This was significant because the second tube was only 75 feet (23 m) away from the first tube, and for the past five months, boring operations had proceeded while traffic was running in the adjacent first tube.[119] However, work on the second tube was halted the same month because New Jersey had failed to build sufficient approach roads to accommodate the extra traffic load.[120] Economic considerations also played a significant role in the work stoppage, since the New Jersey Highway Commissioner had said that the state lacked enough money to build these new highways.[121] The ends of the second tube were sealed because it was thought that there would not be enough traffic flows to the first tube to allow for the completion of the second tube.[122] The six-lane "loop" road, an approach to the future express highway, opened in October 1938 and extended west to Pleasant Avenue, located at the top of the King's Bluff ledge.[11] In June 1939, the Port Authority opened the section of the express highway from Pleasant Avenue west to NJ 3. The new highway, a six-lane divided road running in an open cut, was designated as an eastern extension of NJ 3.[123]

Work on the second tube resumed in April 1941 as part of the Port Authority's 20th-anniversary ceremony, the "Port Preparedness Dedication." The United States Army had deemed the Lincoln Tunnel to be an important part of wartime defense, and so the Port Authority expedited plans for completing the tube by 1943 at a cost of between $9 million and $12 million.[98] The Manhattan portal of the new tube was to be located one block west of the original tube's portal, and in August 1941, the Port Authority awarded a contract to build a roadway connecting from the original tube's plaza to the new tube's portal. A new street, Galvin Avenue, was created from 42nd to 40th Streets, running between 10th and 11th Avenues and carrying southbound traffic to the westbound tunnel. On the New Jersey side, contracts were awarded for the westward extension of NJ 3 to Little Falls, New Jersey, as well as the construction of a portion of what is now US 46.[124]

Due to wartime material shortages, further construction was delayed for the next two years. Significant progress on the second tube only resumed in late 1943. By January 1944, work on the new tube was being accelerated because the existing tube now had heavy congestion in both directions during rush hours, as opposed to the situation in mid-1942, where congestion generally only accumulated toward New York in the morning and New Jersey in the evening. At this stage, much of the second tube had been completed to the point where traffic could use it in case of an emergency, and the tube was planned to be opened that July.[99] However, work was again delayed, and in November of the same year, the Port Authority announced that the new tube would open the following February.[100]

Operation of two tubesEdit

 
Congestion on the New Jersey approach

The second tube opened at noon on February 1, 1945. The new tube was located to the north of the existing tube. The northern tube was configured to carry westbound traffic to New Jersey, while the southern tube was converted from a two-way tunnel to an eastbound-only tunnel to New York. The construction of the two tunnels had cost a combined $80 million.[125][126] Unlike for the first tube, there was no official ceremony, although three Port Authority officials drove through the second tube. The first motorist to drive through the second tube was the brother of the first motorist who had driven through the original tube in 1937.[127][128]

After World War II ended in 1945, plans for a new bus terminal on the Lincoln Tunnel's Manhattan side were revisited. The new bus terminal, which was to be built on the block bounded by 40th and 41st Streets and 8th and 9th Avenues, was approved in January 1947.[129] The plan was later modified to include a 500-space parking lot on its roof, which would be accessible via a series of ramps from both local streets and the Lincoln Tunnel.[130] The terminal opened in 1950 as the Port Authority Bus Terminal.[131]

Third tubeEdit

Planning and controversyEdit

In 1949, due to increased traffic demand, New Jersey Governor Alfred E. Driscoll suggested building a third crossing under the Hudson River. He met with the Port Authority's board of commissioners and told them that the Holland and Lincoln Tunnels had now reached their full capacity of 15 million annual vehicles apiece (though the Port Authority noted that the Lincoln Tunnel had only seen 11.1 million vehicles in the past year).[132] The same year, the Port Authority conducted a study of 135,000 motorists who used Hudson River crossings. It found that much of the traffic on the Holland and Lincoln Tunnels could be lessened if another tunnel between New Jersey and Midtown Manhattan were built either north or south of the Lincoln Tunnel.[133]

In May 1950, the Port Authority's commissioners authorized an engineering study for an additional tube to the Lincoln Tunnel. If built, the third tube would be located to the south of the two existing tubes, and it would contain two additional lanes at a cost of $60 million.[134] The Port Authority also began a study on whether local streets near the Lincoln Tunnel's existing approaches could accommodate traffic from a third tube.[135] In February 1951, Port Authority chairman Austin J. Tobin announced that traffic across the Hudson River had increased to a point where the construction of a third tube would soon be necessary.[136] The next month, the Port Authority commissioners gave their approval to preliminary plans for the third tube, which was expected to cost $85 million and be completed by 1957 "barring total war". The project would also involve extending the Dyer Avenue approach, on the Manhattan side, southward from 34th Street to 30th Street.[137]

The Port Authority gave its approval to the construction process itself in May 1951, although the approval of New York City, New York State, and New Jersey officials was still needed.[138] The New York City Planning Commission rejected the initial plans for the third tube project in August 1951 because it felt that the existing tunnel approaches could not sufficiently manage all of the traffic from a third tube,[139] but it scheduled a meeting for September, during which the Port Authority could argue in favor of its proposal.[140] The city's construction coordinator, Robert Moses, also opposed the third tube, and Tobin pointed out that the only major opposition the Port Authority had received was from Moses.[141] Manhattan Borough President Robert F. Wagner Jr. was among the New York City officials who supported the plans.[142] In September, after the Port Authority and the City Planning Commission convened to discuss the plans, the Planning Commission rejected the third-tube plans for a second time, calling them "fundamentally deficient".[143] Despite this disagreement, the Port Authority released contracts for test bores the same month.[144] The dispute continued through the end of the year, and by December, the Port Authority had to cancel a $10 million contract for cast-iron tunnel segments because the city had refused to approve the tunnel plans.[145] The city wanted the Port Authority to build part of a proposed Mid-Manhattan Expressway above 30th Street from Eighth Avenue to the West Side Elevated Highway near 12th Avenue. This recommendation was very similar to one that had been made five years prior. However, the City Planning Commission immediately rejected this proposed solution.[146][147] By January, as the Lincoln Tunnel dispute became protracted, the Port Authority was willing to build a separate tunnel altogether at a cost of $200 million.[148]

The New York City Board of Estimate pushed back a proposed vote on the Lincoln Tunnel from March to May 1952.[149] By June, a compromise had been worked out, and the city had given its assent to the new tube.[150] Although the Port Authority was no longer obligated to construct a mid-Manhattan expressway, it did agree to widen 30th Street between 10th Avenue and 12th Avenue, and to provide ramps between the tunnel and the West Side Highway.[151] The New York City government quickly moved to approve street upgrades on their side of the tunnel.[152] By this point, the Weehawken, New Jersey, government had also started to raise concerns about street improvements on their side.[153] However, there were no other major obstacles to starting construction. The first contract for the third tube's construction, a bid for digging the ventilation shafts, was awarded in August 1952.[154] A groundbreaking ceremony for the third tube was held the next month at the Manhattan side's future ventilation shaft, and sandhogs began digging the tunnel from that end.[155]

ConstructionEdit

The Port Authority awarded its first material contract for the third tube, a $10 million order of steel tunnel segments from Bethlehem Steel, in October 1952.[156] It also evicted 900 families from 70 buildings to make way for the new tube's approaches.[157] The next month, the agency ordered 1.2 million bolts and washers to secure the tunnel segments.[158] The Port Authority planned to finance the third tube's construction with a consolidated bond offering of $500 million, which would be dispersed among other Port Authority projects as well.[159] An initial bond offering of $35 million was made in December 1952,[160] and the Port Authority later borrowed $20 million to finance this offering.[161] A contract to dig the actual bore under the river was awarded in October 1953.[162]

 
View of New Jersey entrance in 1955, with the south tube under construction

Weehawken's government still harbored misgivings about the Lincoln Tunnel digging work, and in June 1953, ordered policemen to arrest workers who were bringing equipment into the tunnel, under the pretense that the tunnel lacked a building permit.[163] In response, the Port Authority obtained a writ from a Hudson County, New Jersey, judge, who allowed tube work to proceed and forced the Weehawken government to explain its legal reasoning for blocking the tube's construction.[164] A committee of New Jersey politicians was convened to determine how much the Port Authority should pay the town of Weehawken for land acquisition.[165] Representatives and residents of Weehawken wanted more compensation than what the Port Authority was willing to offer.[166] On March 16, 1954, the Supreme Court of New Jersey ordered that work on the third tube be halted because it was tantamount to a brand-new crossing, rather than an addition to an existing crossing.[167] However, the New Jersey legislature voted to allow the resumption of work on the tunnel,[168] while the New York state legislature finally gave formal authorization for the Port Authority to build the tube.[169] Eight days after the New Jersey Supreme Court's stop-work order, construction resumed on the tube. The township of Weehawken agreed to tax the tunnel at a lower price than what it was originally asking.[170]

A contract for a ventilation building on the New York side, above 38th Street east of 12th Avenue, was let in June 1954.[171] That September, the Port Authority opened the contract for the renovation of the New Jersey side's tunnel plaza, which would have to be rebuilt in order to accommodate the new tunnel portal, since the existing administration buildings were located in the path of the third tube's approach.[172] The same month, the Port Authority published plans for an 800-space parking complex on the New Jersey side.[173] This parking lot opened in November 1955, fourteen months later.[174]

Meanwhile, sandhogs began digging the tunnel from a 55-foot-deep (17 m) pit on the New Jersey side, with plans to connect that bore with the tunnel being dug from the New York side at a point 95 feet (29 m) under the Hudson River.[175][176] The pieces for a pressurized digging shield were hoisted into the New Jersey construction pit in late September 1954,[177][178] and the completed shield began digging toward New York a month and a half later.[179] In February 1955, the Port Authority awarded contracts for widening the New Jersey side's loop approach from six to seven lanes, as well as a second contract for widening the North Bergen, New Jersey, "express highway" from six to eight lanes, and a third for a new toll plaza at the bottom of the loop approach.[180] By this time, it was projected that a new Hudson River crossing might need to be built north of the Lincoln Tunnel by the 1960s.[181] The boring operation from the New Jersey side had crossed eastward into the state border by October 1955.[182]

Work on the tube was temporarily stopped in January 1956 after water from the Hudson River leaked into the New York side of the tunnel.[183] Almost immediately after the tube had been pumped dry, workers went on strike for a week, even though the ends of the bores were only about 350 feet (110 m) away from being connected.[184] Construction was further disrupted by an air leakage on the New York side in May,[185] and a contractors' strike in June.[186] On June 28, 1956, the two sides were finally holed-through by the respective governors of each state. At this time, the last of the tube's 2,031 cast-iron rings had been laid.[187][176] Contractors then began placing tiles along the surface of the tube.[188] By November, the tube was nearly completed.[189] To accommodate the traffic for the new tube, the Port Authority opened the Lincoln Tunnel Expressway south to 30th Street in February 1957.[190]

The third tube opened on May 25, 1957, to the south of the original two tunnels.[7] It cost $94 million, 6% less than projected;[191] the tube itself had only cost $44 million, but the approaches cost $23 million and other costs made up the remaining $27 million.[7] The third tube's opening made the Lincoln Tunnel the world's first tunnel with three separate, parallel tubes.[9] Unlike with the previous two tubes, which had killed a total of 15 workers,[176] no one had been killed during the construction of the third tube.[9] At this time, the center tube was converted back to a bidirectional tube, while the new third tube became eastbound-only. The center tube could be used for unidirectional traffic during peak hours, doubling capacity in the peak direction. A traffic light system was instituted for the center tube to indicate whether a given direction could use one or both lanes.[7][9] A new 18-booth toll plaza was inaugurated on the left side, collecting tolls on the left-hand (driver's) side of each lane; this replaced the previous right-handed 12-booth plaza, which collected tolls from the passenger side, and was thus expected to speed traffic. The agency also inaugurated two extra ventilation buildings, which would filter air from the new tube.[9] Due to increased traffic loads, the New York City government released plans to widen nearby streets later that year.[192]

Later yearsEdit

 
Aerial view of the Manhattan approaches in 1973

As traffic increased through the tubes, the Port Authority tried various methods to mitigate tunnel congestion. In February 1957, it started training "spotters" to look at traffic on the Manhattan side's tunnel approaches from the 35th floor of 330 West 42nd Street, located nearby.[193] The Port Authority started using two-way radios in mid-1958.[194] In 1967, the Port Authority installed closed-circuit television systems to monitor and control the spacing of traffic in the Lincoln and Holland Tunnels.[195] Port Authority officers observed Lincoln Tunnel traffic from a control center on the New Jersey side. Patrolmen were stationed within each tube to watch out for stalled vehicles, and a computerized system also monitored traffic flows in each tube.[196] In December 1970, the Port Authority tested out an exclusive bus lane for one year, and it became so popular that the bus lane was later made permanent.[24]

Originally, the northern and center tubes were paved using bricks, while the southern tube contained an asphalt surface. The brick road surfaces began to deteriorate over time, and in 1967–1968, the northern and center tubes were repaved with asphalt. By 1971, Lincoln Tunnel was carrying 32 million vehicles per year.[197] From the Lincoln Tunnel's opening until 1970, the Port Authority charged the same flat-rate toll of 50 cents in each direction. Westbound tolls were removed in 1970, and the tolls for eastbound drivers were doubled to offset the loss of the westbound tolls.[198]

The Port Authority started repaving the Lincoln Tunnel's center tube in the early 1980s, in preparation for a renovation of the Holland Tunnel that was slated to start in 1984. Due to the renovation project, the Holland Tunnel's tubes would be closed one at a time for two and a half years, and traffic would be diverted to the Lincoln Tunnel. After the Holland Tunnel renovation was done, the Lincoln Tunnel's north and south tubes would be repaved. Each repaving was set to cost $10 million.[199] The repair work on the Lincoln Tunnel's center tube cost $2 million more than projected, and took five times as long as initially estimated, because repaving only occurred at night.[200] In 1989, during the rehabilitation and repaving of the northern tube, a computerized traffic-control center was built in the administration building on the New Jersey side, which allowed a tunnel controller inside the building to remotely control the flow of traffic to, from, and through Lincoln Tunnel. The computerized system was connected to 73 cameras that captured video of the entirety of the three tubes.[15] Cellphone service was added to the tubes in 1995 as part of a $1.2 million project funded by the telecommunications company Cellular One.[201]

A major overhaul of the center tube started in 1996 at a cost of $53 million. This construction included replacing tiles, wire ducts, curbs, doors, and other infrastructure.[202] The same year, the Port Authority board also voted to renovate the toll plaza for $42 million.[203] After the September 11 attacks in 2001, drivers with no passengers were temporarily banned from going through the Lincoln Tunnel during weekday mornings, due to traffic gridlock that resulted from the collapse of the World Trade Center.[204] This ban was partially repealed in April 2002.[205]

Crime and terrorismEdit

On September 8, 1953, two armed men attempted to rob a home in South Orange, New Jersey, when they were chased off by residents, one of whom reported their car's license plate number. A patrolman at the Lincoln Tunnel's tollbooth tried to stop the car, but the robbers shot at police, hitting a Port Authority policeman in the leg. The police commandeered a delivery truck and gave chase, exchanging 28 shots with the fleeing car while weaving in and out of traffic. The vehicle came to a stop about three-quarters of the way through the tunnel, as one of the robbers had been shot in the head.[206] The delivery truck driver was later honored for his role in chasing the attempted robbers,[207] and the patrolmen involved were also honored.[208]

The Lincoln Tunnel was used several times more by criminal suspects trying to escape the police. In 1956, a motorist, whose car had been taken by police, stole his own car in Manhattan, then sped through the Lincoln Tunnel and opened fire on pursuing police before being stopped on the George Washington Bridge.[209] In 1967, two bank robbery suspects were traveling through the tunnel when they were enclosed on either end by police.[210]

Due to its status as one of the few connections between Manhattan and New Jersey, the Lincoln Tunnel is considered to be one of the most high-risk terrorist target sites in the United States. Other such sites in New Jersey include the Holland Tunnel and the PATH station at Exchange Place, both of which are in Jersey City, as well as the Port of Newark in Elizabeth.[211] In 1995, ten 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.[212]

Route numberingEdit

 
Old "I-495 Lincoln Tunnel" sign, still in situ along the West Side Highway

Originally, the Lincoln Tunnel would have connected to the Queens-Midtown Tunnel, on the other side of Manhattan, via the Mid-Manhattan Expressway.[14] Manhattan Borough President Samuel Levy first proposed the Mid-Manhattan Expressway connector in 1936.[213] Updated plans for the crosstown highway were released in 1944 and featured a connection to the then-proposed Port Authority Bus Terminal.[214] The plans were eventually changed to a crosstown tunnel across 30th Street, and the city approved a preliminary survey for the crosstown tunnel.[215] The city briefly held up plans for the Lincoln Tunnel's southernmost tube in 1951 and 1952 because it wanted the Port Authority to build part of the expressway, although this requirement was later dropped.[151] The Interstate 495 (I-495) designation was assigned to the New Jersey approach to the tunnel in anticipation of the Mid-Manhattan Expressway being completed.[216]

The Mid-Manhattan Expressway project was ultimately canceled and the I-495 designation removed from the expressway on January 1, 1970.[217] However, the I-495 designation in New Jersey remained for some time, as it was anticipated that it would remain part of the Interstate Highway System. Much of the New Jersey stretch of I-495 became NJ 495 in 1979.[218] The Westway project, proposed in 1971,[219] called for building an I-478 to link I-278 in Brooklyn, I-78 at the Holland Tunnel, and I-495 at the Lincoln Tunnel.[220] The Westway project was officially abandoned in 1985 after a series of lawsuits from environmental advocates.[221][222] The last part of I-495 in New Jersey was decommissioned the next year. The Lincoln Tunnel is no longer on the Interstate system.[223] 34th Street and other crosstown streets link NY/NJ 495 and I-495 within Manhattan.[5]

As of 2018, the part of the tunnel within New Jersey carries NJ 495.[224] It is disputed whether the part of the tunnel within New York contains the unsigned NY 495. A 2016 highway inventory listing from the New York State Department of Transportation (NYSDOT) considers NY 495 to be 1.09 miles (1.75 km) long, running through the tunnel, from the New Jersey State Line east to the intersection of Dyer Avenue and 34th Street.[225] However, the NYSDOT also published two "official descriptions of highway touring routes" in 2004 and 2017, in which it did not consider the Lincoln Tunnel within New York to be part of NY 495. According to these documents, the NY 495 designation instead applies to part of the Long Island Expressway (I-495) in Queens, and the Lincoln Tunnel does not have an official route designation.[226][227]

TollsEdit

 
Manhattan ventilation tower

As of December 6, 2015, the cash tolls going from New Jersey to New York are $15 for cars and motorcycles; there is no toll for passenger vehicles going from New York to New Jersey. E-ZPass users are charged $10.50 for cars and $9.50 for motorcycles during off-peak hours, and $12.50 for cars and $11.50 for motorcycles during peak hours.[228]

Tolls are collected at a tollbooth on the New Jersey side.[15] Originally, tolls were collected in both directions. In August 1970, the Lincoln Tunnel's 50-cent toll, which the Port Authority had charged since the tunnel's 1937 opening, was abolished for westbound drivers. At the same time, eastbound drivers saw their tolls doubled to $1.00. The tolls of eleven other New York–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 westbound-only at that time.[198] The westbound tollbooths were later removed. By 1981, there were 14 eastbound toll lanes,[229] in comparison to the 18 lanes in both directions that the plaza had contained in 1955.[9] As of 2018, there are 13 lanes at the tollbooth.[2]

Electronic tolling was first implemented at Lincoln Tunnel circa 1988, when buses were allowed to pay tolls electronically.[230] In 1996, the Port Authority voted to renovate the toll plaza; the proposed improvements included converting it to accommodate electronic tolling for all vehicles that used E-ZPass.[203] E-ZPass toll collection at Lincoln Tunnel started in October 1997, although the tollbooths were retained.[231]

Historically, the tolls were:

Historic tolls for the Lincoln Tunnel
Years Toll Toll equivalent
in 2018[232]
Direction collected Ref.
1937–1970 $0.50 $3.15 – 8.51 each direction [89]
1970–1975 $1.00 $4.55 – 6.30 eastbound only [198]
1975–1983 $1.50 $4.46 – 6.82 eastbound only [233]
1983–1987 $2.00 $4.31 – 5.94 eastbound only [234]
1987–1991 $3.00 $5.39 – 6.46 eastbound only [235]
1991–2001 $4.00 $5.53 – 7.19 eastbound only [236]
2001–2008 $6.00 $6.82 – 8.29 eastbound only [237]
2008–2011 $8.00 $8.70 – 9.09 eastbound only [238]
2011–2012 $12.00 $12.79 – 13.05 eastbound only [239]
2012–2014 $13.00 $13.44 – 13.66 eastbound only [240]
2014–2015 $14.00 $14.45 – 14.47 eastbound only [241]
2015 (Dec)– $15.00 $15.30 eastbound only [242][228]

See alsoEdit

ReferencesEdit

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  2. ^ a b c d e f g h i "Facts & Info - Lincoln Tunnel". www.panynj.gov. Port Authority of New York and New Jersey. Retrieved March 27, 2018. 
  3. ^ "Traffic Restrictions". Retrieved November 24, 2012. 
  4. ^ Berlow, L. (2015). Reference Guide to Famous Engineering Landmarks of the World: Bridges, Tunnels, Dams, Roads and Other Structures. Taylor & Francis. p. 168. ISBN 978-1-135-93261-9. Retrieved 2018-04-12. 
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  23. ^ Hudson, Edward (December 19, 1970). "Special Lane for Buses Speeds Jersey Riders". The New York Times. Retrieved April 9, 2018. 
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  25. ^ "TWO MORE TUNNELS TO JERSEY URGED; Fifth Av. Association Proposes Vehicular Tubes at 38th and 57th Streets. TO RELIEVE CONGESTION Suggests Project as Adjunct in Port Authority's Plan to Link Three Boroughs". The New York Times. 1928. ISSN 0362-4331. Retrieved March 24, 2018. 
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  35. ^ "PORT COMMITTEES NAMED.; Revisions Announced as Result of Adding Six to New Board". The New York Times. May 14, 1930. ISSN 0362-4331. Retrieved March 24, 2018. 
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  37. ^ "NEW TRAFFIC STUDY TO AID TUNNEL PLAN; Check-Up of Jersey Travel to Be Used in Report on 38th Street Tube". The New York Times. June 11, 1930. ISSN 0362-4331. Retrieved March 24, 2018. 
  38. ^ "CONFERENCE WEIGHS HUDSON TUBE PLANS; Officials of Two States Study Problems of New Tunnel at a Dinner Meeting. WORK TO START NEXT YEAR Port Authority Said to Have Funds to Begin Without Bond Issue-- Lehman and Larson Present". The New York Times. December 20, 1930. ISSN 0362-4331. Retrieved March 24, 2018. 
  39. ^ "MIDT0WN HUDSON TUNNEL ADVOCATED AS FEASIBLE" (PDF). Brooklyn Standard-Union. January 13, 1931. p. 3. Retrieved April 14, 2018 – via Fultonhistory.com. 
  40. ^ "$93,600,000 Project for Midtown Tunnel up for City Action;". The New York Times. June 13, 1931. ISSN 0362-4331. Retrieved March 24, 2018. 
  41. ^ "HUDSON TUBE PLAN HELD UP FOR A YEAR; Port Authority in Report Says Vehicular Project Must Await Better Financial Conditions. IT IS FIRST ON THE LIST Washington and Other Bridges Showed a Profit for 1931 -- Holland Tube Earnings Rise. TRANSIT PROGRAM PUT OFF Board Finds Changes in Cost Make Delay Necessary in Issuing a Suburban System Plan". The New York Times. March 5, 1932. ISSN 0362-4331. Retrieved March 24, 2018. 
  42. ^ a b "AGREE ON TERMS FOR TUNNEL LOAN; R.F.C. Engineers Approve Compromise With Port Au- thority on Hudson Bore. GRANT IS EXPECTED SOON Interest on $75,000,000 Is Put at 4 1/2 Per Cent and Part of Reve- nues May Be Retained." The New York Times. March 29, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  43. ^ "PROTECTS NEW YORK AGAINST RIVALS; Organizing". The New York Times. April 23, 1932. ISSN 0362-4331. Retrieved March 24, 2018. 
  44. ^ "$98,250,000 WORKS APPROVED BY STATE AS R.F.C. PROJECTS; $75,000,000 Vehicular Tunnel From 38th St. to Jersey and Catskill Span Favored. SLUM CLEARANCE URGED Causeway Linking Jones and Long Beaches and Palisades Parkway Endorsed. SMITH TO ASK FOR FUNDS To Plead at Washington Thursday for $81,700,000 at Once -- Niagara Bridge Included. $98,250,000 WORKS CERTIFIED TO R.F.C." The New York Times. February 7, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  45. ^ a b "WORK TO BEGIN IN MONTH; Port Authority's Plans Ready, but More Land Must Be Bought". The New York Times. August 31, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  46. ^ a b "HUDSON TUBE LOAN IS ACCEPTED HERE; Federal Offer of $37,500,000 for New Vehicular Bore at 39th St. Approved. WORK TO BE STARTED SOON Port Authority to Rush Bids so Jobs May Be Provided Without Delay". The New York Times. September 1, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  47. ^ "HUDSON TUBE LOAN IS ACCEPTED HERE; Federal Offer of $37,500,000 for New Vehicular Bore at 39th St. Approved. WORK TO BE STARTED SOON Port Authority to Rush Bids so Jobs May Be Provided Without Delay". The New York Times. September 1, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  48. ^ "CITY ADOPTS PLANS FOR HUDSON TUNNEL; Board of Estimate Approves Details of Approaches to 38th St. Tube to Jersey. FEDERAL AID $37,500,000 $75,000,000 Project Outlined for Two Tunnels, but Only One Will Be Started Now". The New York Times. November 18, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  49. ^ "ALLOWS BUILDING MIDTOWN TUNNEL; War Department Grants Authority to the Port of New York Authority. PROTESTS ARE OVERRULED Cunard and French Lines Objected to Use of Temporary Blankets in Construction". The New York Times. October 1, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  50. ^ "ENGINEERS NAMED FOR 38TH ST. TUBE; Shamberg to Direct Building of $37,500,000 Tunnel Under the Hudson River". The New York Times. November 19, 1933. ISSN 0362-4331. Retrieved March 24, 2018. 
  51. ^ "38TH ST. TUBE BS TO BE OPENED FEB.6; Contract for Under-River Construction of Link to Weehawken to Be Let. DIAMETER TO BE 31 FEET Tunnel Will Be Built by Shield Method Under Compressed Air in Two Directions". The New York Times. January 2, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  52. ^ "HOW TUBE IS VENTILATED; Mechanical Engineer Describes System in Midtown Tunnel". The New York Times. 1938. ISSN 0362-4331. Retrieved March 27, 2018. 
  53. ^ "FIVE BID ON SECTION OF MIDTOWN TUBE; Only New York Firms Seek Contract for Constructing Under-River Link. $6,452,300 LOWEST FIGURE More Than 500 at Opening of Estimates -- Work to Be Completed March 1, 1937". The New York Times. February 22, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  54. ^ "FETES IN 2 STATES START HUDSON TUBE; $37,000,000 Midtown Project Is Hailed by LaGuardia and Moore at Ground Breaking. THOUSANDS TO GET JOBS PWA and Port Authority Are Praised at Ceremonies on Both Sides of River. FETES IN 2 STATES START HUDSON TUBE". The New York Times. May 18, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  55. ^ "Article 6 -- No Title; 600-Ton Caisson for the 38th St. Tunnel Floated Here on Tide and Put Into Place". The New York Times. July 18, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  56. ^ "FREE HAND ASKED FOR TUBE BLASTING; Port Authority Seeks to Lift Weehawken Restriction of 12 Hours Blasting. BUT ITS PLEA IS DENIED Mayor and Council Warned That Limitation Will Increase Costs and Delay Work". The New York Times. July 7, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  57. ^ "$492,650 AWARDED FOR TUNNEL LAND; Covers 12 of 37 Actions by Port Authority on Sites for Manhattan Approaches". The New York Times. June 22, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  58. ^ "Part of Hell's Kitchen Doomed by Tunnel; 91 Houses to Be Razed to Build Approach". The New York Times. August 27, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  59. ^ "BLAZE IN 39TH ST. AIDS TUBE PROJECT; Warehouse in Hell's Kitchen Burns as Wreckers Prepare to Cut Path for Approach. 3 FIREMEN ARE INJURED Area to Be Transformed With Razing of 91 Buildings -Work to Begin Monday". The New York Times. October 27, 1934. ISSN 0362-4331. Retrieved March 24, 2018. 
  60. ^ "BIDS ARE OPENED FOR TUNNEL PLAZA; Ten Contractors Make Offers for Approach to Midtown Tube Under Hudson. $2,720,304 IS THE LOWEST Appearance of Part of Hell's Kitchen to Be Changed When Contract Is Awarded". The New York Times. June 14, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  61. ^ "WEEHAWKEN VOTES FOR TUBE APPROACH; Town Board Approves 'Loop' Plan After It Had Been Debated 2 1/2 Years". The New York Times. July 13, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  62. ^ "APPROACH TO TUNNEL IS SHOWN IN MODEL; Port Authority Exhibits Design for New Jersey Entrance to Midtown Tube". The New York Times. November 21, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  63. ^ "CAMERAS RECORD WORK UNDER RIVER; ' Sandhogs' Toil on Midtown Tunnel in Compressed Air as Photographers Grind". The New York Times. February 20, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  64. ^ "TUNNEL WORK SET RECORD; 250 Feet of Midtown Hudson Tube Built Last Week". The New York Times. June 11, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  65. ^ Robbins, L. h (March 17, 1935). "UNDER THE HUDSON WITH THE SANDHOGS; An Adventurous Crew, Using Dynamite and Machines, Toil to Bore a New Tube". The New York Times. ISSN 0362-4331. Retrieved March 26, 2018. 
  66. ^ Bernstein, Victor H. (July 28, 1935). "MIDTOWN RIVER TUBE PUSHES ON TO GOAL; When 400-Ton Shield Bumps Against Caisson, Under-Hudson Journey Will Be Completed". The New York Times. ISSN 0362-4331. Retrieved March 26, 2018. 
  67. ^ "3 DEAD, 1 INJURED BY TUNNEL BLAST; 133 Pounds of Dynamite Set Off Near Five Workers in New Midtown Tube". The New York Times. April 9, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  68. ^ "Pass Half-Way Mark on Tunnel". The New York Times. May 28, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  69. ^ "HUDSON SANDHOGS SET TUNNEL MARK; 'Holing Through' for Midtown Tube Accomplished 4 Months Ahead of Schedule". The New York Times. August 3, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  70. ^ "The Port of New York Authority General and Refunding Bonds To be dated March 1, 1935" (PDF). New York Evening Post. March 1, 1935. p. 21. Retrieved April 14, 2018 – via Fultonhistory.com. 
  71. ^ "PWA DROPS TUNNEL LOAN.; Outright Grant of $4,780,000 Approved Instead for Hudson Tube". The New York Times. November 26, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  72. ^ a b "FINANCING ALTERED FOR MIDTOWN TUBE; Entire PWA Loan, Originally Set at $37,500,000, Becomes Grant of $4,780,000. REST RAISED PRIVATELY Ickes Says Funds Freed Will Open Way Toward Helping East River Tunnel". The New York Times. 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  73. ^ "TUNNEL BONDS SOLD BY PORT AUTHORITY; Banking Group Bids 97.111 for the $16,500,000 Issue as 3 3/4s. LOAN IS REOFFERED AT 99 Proceeds to Be Used to Complete Construction of First Units of Midtown Tube". The New York Times. December 12, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  74. ^ "13 BIDS ARE SUBMITTED FOR MIDTOWN TUNNEL; $3,706,458 Is the Lowest Figure on Weehawken Excavation -- Completion by July, 1937". The New York Times. December 20, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  75. ^ "TUNNEL THIRD COMPLETED; Record Being Set in Boring of Midtown Tube Under Hudson". The New York Times. December 8, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  76. ^ "MIDTOWN TUNNEL IS HOLED THROUGH; Last 25-Foot Section Blasted on New Jersey Side Clears Bore to 38th Street. NEW TRAFFIC MARK IS SET 2,268,918 Vehicles Used Tubes and Bridges Last Month, Port Authority Shows". The New York Times. September 2, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  77. ^ "MORE FUNDS ASKED FOR HUDSON TUBE; Jersey Group Headed by Moore Appeals to the President for $9,000,000 for Approaches. HOLDS ESTIMATE TOO LOW Says Cities at Entrance Would Suffer Congestion Under Present Program". The New York Times. February 18, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  78. ^ a b c d "TWIN HUDSON TUBE TO BE BORED SOON AT $33,000,000 COST; Port Authority to Issue Bonds at Once for Midtown Work in View of Low Rates. OTHER ONE NEARLY DONE It Will Operate as Two-Way Tunnel Until Companion Project Is Completed. FEDERAL LOAN IS SOUGHT Fund Asked to Complement $10,000,000 to Be Raised in Security Sale Dec. 15". The New York Times. November 25, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  79. ^ "GLASS TILE CEILING PLANNED FOR TUBE; Largest Overhead Covering of Its Kind Is Projected for the Midtown Tunnel". The New York Times. December 17, 1935. ISSN 0362-4331. Retrieved March 26, 2018. 
  80. ^ "TUNNEL COST UP $60,000; Copper Sheet to Stop Gasoline Leakage Into New Hudson Tube". The New York Times. March 14, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  81. ^ "TUNNEL BIDS ARE OPENED; $948,367 Is Lowest Offer for Midtown Electrical Installation". The New York Times. August 7, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  82. ^ "MIDTOWN TUBE WORK FAR PAST SCHEDULE; $37,000,000 Hudson Project, Built With PWA Money, to Be Opened Next Fall". The New York Times. October 2, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  83. ^ "NEW HUDSON TUBE FOUND 75% READY; Tuttle and Inspection Party Reveal Rapid Progress on Midtown Tunrel". The New York Times. April 1, 1937. ISSN 0362-4331. Retrieved March 26, 2018. 
  84. ^ a b c "39TH ST. TUBE GETS NAME OF LINCOLN; Redesignation by Port Body is Due to Confusion Among Midtown Projects". The New York Times. April 17, 1937. ISSN 0362-4331. Retrieved March 24, 2018. 
  85. ^ "LINCOLN TUBE OPEN FOR TRAFFIC DEC. 22; New Vehicular Tunnel to New Jersey Several Weeks Ahead of Its Schedule". The New York Times. October 16, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  86. ^ "LINCOLN TUBE FUNDS BENEFIT 40 STATES; PWA Says 14,950,000 ManHours of Labor Away From Site Were Created by Project". The New York Times. December 6, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  87. ^ "LINCOLN TUNNEL DEDICATED AT CEREMONY HERE". New York Sun. December 21, 1937. pp. [1], 23 – via Fultonhistory.com. 
  88. ^ "MEDAL DESIGNED FOR NEW TUNNEL; Bronze to Mark Opening of Tube to Weehawken Will Be Presented at Dedication". The New York Times. November 22, 1937. ISSN 0362-4331. Retrieved March 26, 2018. 
  89. ^ a b "Another Vehicular Tunnel Under Hudson River Now Connects New York and New Jersey". Life. December 27, 1937. p. 18. Retrieved March 27, 2010. 
  90. ^ "SLOW TRUCKS BARRED FROM LINCOLN TUBE; Heavier Vehicles Also Will Be Banned Until Second Bore Is Completed in 1940 or 1941". The New York Times. December 7, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  91. ^ "Lincoln Tunnel to Get Mighty Wrecking Truck". The New York Times. December 20, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  92. ^ "3,700 USE TUNNEL IN FIRST 12 HOURS; 7,000 Cars Expected to Pass Through Lincoln Tube in Full Day of Opening 2 YOUNG DRIVERS 'FIRST' Share Honor, After Long Wait, Greeting Each Other as They Pass in Middle First". The New York Times. December 23, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  93. ^ "7,661 CARS USE TUNNED; Total for First 24 Hours of New Lincoln Tube". The New York Times. December 24, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  94. ^ "Lincoln Tunnel Sloganeers Tell Autoists "Travel the Direct Way to Times Square"" (PDF). Rockaway Wave. March 31, 1938. p. 6. Retrieved April 14, 2018 – via Fultonhistory.com. 
  95. ^ "TRAVEL PEAK HIGH AS HOLIDAYS END; Equal To if Not Greater Than Rush on Christmas Eve, With Many ExtraTrains AUTOS CROWD HIGHWAYS 40,000 Use Holland Tunnel but Fewer Than 10,000 Go Through Lincoln Tube". The New York Times. 1938. ISSN 0362-4331. Retrieved March 27, 2018. 
  96. ^ "TUNNEL SLOGAN SELECTED; ' Don't Mark Time-Make Time, --Says Lincoln Prizewinner". The New York Times. February 24, 1938. ISSN 0362-4331. Retrieved March 28, 2018. 
  97. ^ "TRAFFIC INCREASED BY LINCOLN TUNNEL; Six Port Authority Units to New Jersey Had 1938 Rise of 750,000 Vehicles BUT NET INCOME WAS DOWN Reports Cites Jump in Operation Cost--Washington Span and Holland Tube Had Profit". The New York Times. March 14, 1939. ISSN 0362-4331. Retrieved March 28, 2018. 
  98. ^ a b "LINCOLN TUBE WORK TO GO AHEAD TODAY; Operations to Be Resumed on North Tunnel, Marking Port Preparedness Dedication COST WILL BE $9,000,000 Project Held Defense Need -- Traffic Increased in 1940 -- City Is Inspected From Air". The New York Times. April 29, 1941. ISSN 0362-4331. Retrieved March 29, 2018. 
  99. ^ a b "North Tube of Lincoln Tunnel Will Open In July to Ease Heavy Strain of Traffic". The New York Times. January 28, 1944. ISSN 0362-4331. Retrieved March 29, 2018. 
  100. ^ a b "NEW TUBE TO OPEN IN LINCOLN TUNNEL; Capacity of Under-Hudson Link -- Will Be Doubled Feb. 1 by Two Lanes to Jersey WAR TRAFFIC BRINGS RISE 5,500,000 Vehicles Yearly Are Estimated to Be Using the Present South Route". The New York Times. November 6, 1944. ISSN 0362-4331. Retrieved March 29, 2018. 
  101. ^ "SIX BUS LINES PLAN SERVICE BY TUNNEL; To Make 250 Trips Each Way Daily in New Lincoln Tube With I. C. C. Sanction". The New York Times. December 16, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  102. ^ "TUNNEL ROUTE FOR BUSES; Lines Allowed to Use Lincoln Tube Instead of Ferries". The New York Times. July 29, 1938. ISSN 0362-4331. Retrieved March 28, 2018. 
  103. ^ "3 MORE BUS LINES GET TUBE PERMITS; Present Service of 600 Trips Daily Through Lincoln Tunnel Will Be Doubled SANCTION GIVEN BY I.C.C. Operation to Start as Soon as Insurance and Safety Requirements Are Met". The New York Times. March 19, 1939. ISSN 0362-4331. Retrieved March 28, 2018. 
  104. ^ "CITY OPPOSES RISE IN BUS TRAVEL HERE; Petition to I.C.C. Protests Grants to Nine Applicants for Service to Midtown". The New York Times. April 1, 1939. ISSN 0362-4331. Retrieved March 28, 2018. 
  105. ^ "Huge Bus Terminal to Rise on 42d St. at $4,000,000 Cost; Bus Terminal Proposed for the Midtown Tunnel Transients". The New York Times. December 8, 1940. ISSN 0362-4331. Retrieved March 29, 2018. 
  106. ^ "ISAACS OPENS FIGHT FOR CITY BUS TUBE; He Heads Group Asking for $600,000 to Build Tunnel to 42d St. Terminal BUSINESS BEING 'CHOKED' Borough President Declares Traffic Blocks Midtown-- Property Owners Object". The New York Times. December 17, 1940. ISSN 0362-4331. Retrieved March 29, 2018. 
  107. ^ "CITY ENTERS DEAL FOR BUS TERMINAL; Will Build Link to Lincoln Tunnel From Private Depot at 42d St. and 8th Ave". The New York Times. 1941. ISSN 0362-4331. Retrieved March 29, 2018. 
  108. ^ a b "TWIN HUDSON TUBE AT 38TH ST. PUSHED; Port Commissioners to Meet Today on Plan to Begin Construction at Once. REDUCTION IN COST SEEN Method of Financing Is Major Problem -- Some Propose Bonds Instead of Federal Loan". The New York Times. November 24, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  109. ^ "New Midtown Hudson Tunnel Is Near Completion Under River" (PDF). Rockaway Wave. December 10, 1936. p. 6. Retrieved April 14, 2018 – via Fultonhistory.com. 
  110. ^ "PORT AUTHORITY 3'S SOLD AT PREMIUM; New Low Interest Rate for Issuer in Flotation of $10,000,000 Bonds". The New York Times. December 16, 1936. ISSN 0362-4331. Retrieved March 26, 2018. 
  111. ^ a b "$29,100,000 MARKED FOR LINCOLN TUBE; City Gets Word of President's Approval of WPA Fund for Second Lane of Tunnel". The New York Times. August 18, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  112. ^ "PAGEANTRY TO OPEN THE LINCOLN TUNNEL; Dedication on Tuesday Will Be Marked by Military and Harbor Display". The New York Times. December 19, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  113. ^ "CONTRACT LET FOR TUBE; Second Unit of Hudson Midtown Tunnel to Cost $8,764,003". The New York Times. February 5, 1937. ISSN 0362-4331. Retrieved March 24, 2018. 
  114. ^ "Tunnel Caisson Put in Place". The New York Times. July 22, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  115. ^ "TUNNEL REALTY BOUGHT; Port Authority Acquires Three Parcels In Union City". The New York Times. August 23, 1937. ISSN 0362-4331. Retrieved March 27, 2018. 
  116. ^ "GOVERNORS TO OPEN NEW TUNNEL TODAY; Lehman and Hoffman to Lead Separate Dedications at Lincoln Vehicular Tube". The New York Times. December 21, 1937. ISSN 0362-4331. Retrieved March 28, 2018. 
  117. ^ "TUBE ROAD CONTRACT LET FOR UNION CITY; Port Authority Accepts Bid of $1,340,875 for Depressed Highway to Weehawken". The New York Times. January 9, 1938. Retrieved March 27, 2018. 
  118. ^ "$1,032,339 CONTRACT ON LINCOLN TUNNELLET; Port Authority Also Awards Bridge Approach Work". The New York Times. April 5, 1938. ISSN 0362-4331. Retrieved March 28, 2018. 
  119. ^ "NEW LINCOLN TUBE AHEAD OF SCHEDULE; ' Holing Through' Tomorrow Weeks Before Time". The New York Times. May 1, 1938. ISSN 0362-4331. Retrieved March 28, 2018. 
  120. ^ "ONE LINCOLN TUBE WILL BE DELAYED; Completion of North Bore to Be Halted Since Jersey Failed to Build Highway Links ECONOMY ALSO A FACTOR Work on Approach System to Go On and Should Be Finished in Year, Authority Says Moore to Reply Today". The New York Times. May 18, 1938. ISSN 0362-4331. Retrieved March 28, 2018. 
  121. ^ "JERSEY LACKS ROAD FUNDS; Sterner Says it Can't Build Feed Routes to New Tunnel". The New York Times. May 21, 1938. ISSN 0362-4331. Retrieved March 28, 2018. 
  122. ^ "WILL SEAL UP TUBE OF LINCOLN TUNNEL" (PDF). Troy Times Record. August 31, 1939. p. 5. Retrieved April 16, 2018 – via Fultonhistory.com. 
  123. ^ "'TOMORROW'S ROAD' OPENED IN JERSEY; Streamlined Lincoln Tunnel Link is Put Into Service-- It is Two Miles Long 3 MAYERS CUT RIBBONS Typical Commuter Among the Guest--Cars in Line to Be Among 'First' Lanes are Seperated A Commuter for 8 Years Times Wild World NEW JERSEY MAYORS OPEN THE NEW LINCOLN TUNNEL APPROACH". The New York Times. July 1, 1939. ISSN 0362-4331. Retrieved March 28, 2018. 
  124. ^ Mathieu, George M. (August 10, 1941). "TO AID USERS OF TUNNEL; Road Work in New Jersey Also Will Cut Time To the Bridge". The New York Times. ISSN 0362-4331. Retrieved March 29, 2018. 
  125. ^ "TUNNEL OPENS ON SCHEDULE" (PDF). The New York Sun. February 1, 1945. p. 13. Retrieved April 14, 2018 – via Fultonhistory.com. 
  126. ^ "New Lincoln Tube Will Open Today; North Tube of the Lincoln Tunnel to Be Opened Today". The New York Times. February 1, 1945. ISSN 0362-4331. Retrieved March 29, 2018. 
  127. ^ "PROXY 'FIRST' MADE AT LINCOLN TUNNEL; Bronxite Leads Way Through North Tube on Behalf of Brother in Army Hospital". The New York Times. February 2, 1945. ISSN 0362-4331. Retrieved March 29, 2018. 
  128. ^ Hodge, Carle (August 25, 1946). "Catan Hangs Up Record Of 300 'Firsts' as Hobby" (PDF). Syracuse Post-Standard. p. 7. Retrieved April 14, 2018 – via Fultonhistory.com. 
  129. ^ Conklin, William R. (January 31, 1947). "NEW BUS TERMINAL IS APPROVED HERE; TO COST $17,500,000; Board of Estimate Sanctions Port Authority Project for Block West of Times Square SETBACK FOR GREYHOUND Completed Building Promised in Two Years--Mayor Hails Action as 'Good Beginning' EFFECT OF PORT AUTHORITY BUS TERMINAL ON MIDTOWN TRAFFIC NEW BUS TERMINAL IS APPROVED HERE Board of Estimate Sanctions $17,500,000 Project West of Times Square Area". The New York Times. ISSN 0362-4331. Retrieved March 29, 2018. 
  130. ^ Ingraham, Joseph C. (March 22, 1948). "Roof Parking for 500 Cars Added to Bus Terminal Plan; Port Authority to Spend Extra $1,000,000 for New Facility -- 400 Tenants Still on Site Delay Start on Building BUS TERMINAL PLAN ADDS ROOF GARAGE". The New York Times. Retrieved March 30, 2018. 
  131. ^ The New York Times (December 16, 1950). "NEW BUS TERMINAL HAS SMOOTH START; COMING INTO THE NEW BUS TERMINAL". The New York Times. Retrieved March 30, 2018. 
  132. ^ "Driscoll Suggests a 3d Hudson Tunnel". The New York Times. August 10, 1949. ISSN 0362-4331. Retrieved April 4, 2018. 
  133. ^ Schwab, Armand, Jr. (October 1, 1950). "PLANNING NEW FACILITIES FOR CROSSING THE HUDSON; Additional Tube Is Considered for Lincoln Tunnel as Survey Nears Completion". The New York Times. ISSN 0362-4331. Retrieved April 4, 2018. 
  134. ^ Ingraham, Joseph C. (May 13, 1950). "3D TUBE PROPOSED IN LINCOLN TUNNEL; Port Authority Authorization Given to Study Project That Would Cost $60,000,000 3D TUBE PROPOSED IN LINCOLN TUNNEL". The New York Times. ISSN 0362-4331. Retrieved April 4, 2018. 
  135. ^ "STUDY UNDER WAY ON TUNNEL TRAFFIC; Port Authority to Determine if Streets Could Handle Load of Third Lincoln Tube". The New York Times. August 15, 1950. Retrieved April 4, 2018. 
  136. ^ "TRANS-HUDSON JAM IN TRAFFIC LOOMS; Port Authority Soon Will Have to Build Third Lincoln Tunnel Tube, Tobin Declares". The New York Times. February 15, 1951. ISSN 0362-4331. Retrieved April 4, 2018. 
  137. ^ Ingraham, Joseph C. (March 9, 1951). "THIRD LINCOLN TUBE VOTED BY PORT UNIT; TO COST $85,000,000; Authority Plans to Complete Project Not Later Than '57, 'Barring Total War' NEW LINK TO 30TH ST. SET 800 West Side Families to Be Moved--New Connections on Jersey Side Slated Port Agency Backs Third Lincoln Tube". The New York Times. ISSN 0362-4331. Retrieved April 4, 2018. 
  138. ^ "Third Lincoln Tube Voted by Authority". The New York Times. May 11, 1951. ISSN 0362-4331. Retrieved April 5, 2018. 
  139. ^ "LINCOLN TUBE PLAN DUE FOR REJECTION; Planning Board Said to Hold That Approaches Could Not Handle Probable Traffic UNFAIR, AUTHORITY SAYS Commission Has Not Given Port Group Chance to Be Heard, Tobin Tells Bennett Tobin Demands Review Confusion Is Charged". The New York Times. August 8, 1951. ISSN 0362-4331. Retrieved April 5, 2018. 
  140. ^ "The Tunnel Controversy". The New York Times. August 10, 1951. ISSN 0362-4331. Retrieved April 5, 2018. 
  141. ^ "WIDE BACKING SEEN FOR NEW TUBE PLAN; Tobin Tells Bennett That Only Moses Opposes Street Links for Lincoln Tunnel AGAINST ELEVATED ROAD Port Authority Director Says Board Cannot Build an 'Intrastate' Structure Plan Board Deferred Action Tobin Cites Wide Backing". The New York Times. August 14, 1951. ISSN 0362-4331. Retrieved April 5, 2018. 
  142. ^ "LINCOLN TUBE PLAN BACKED BY WAGNER; Proposed Street Changes for the Handling of Heavier Traffic Are Declared Adequate". The New York Times. October 6, 1951. Retrieved April 4, 2018. 
  143. ^ Bennett, Charles G. (September 13, 1951). "3d Lincoln Tube Opposed By City's Planning Board; PLANNERS OPPOSE NEW LINCOLN TUBE Door Left Open Favors Elevated Road". The New York Times. ISSN 0362-4331. Retrieved April 5, 2018. 
  144. ^ "AUTHORITY DEFIES BOARD'S TUBE VETO; Lets Award for Test Borings, Believing Planning Agency's Action Will Be Overruled Links Held Inadequate Asserts Data Ignored". The New York Times. September 14, 1951. ISSN 0362-4331. Retrieved April 5, 2018. 
  145. ^ "TUBE BIDS DROPPED BY PORT AUTHORITY IN CLASH WITH CITY; Early Step for Lincoln Tunnel Addition Canceled in Dispute Over Tearing Up Streets CULLMAN ASSAILED AGAIN Impellitteri Charges Deceit in 'Attempt to Force His Views' on Officials Restrained Words Tuesday TUBE BIDS DROPPED BY PORT AUTHORITY Backs Moses Wholeheartedly 'Big Show' at Hunter Today". The New York Times. December 13, 1951. ISSN 0362-4331. Retrieved April 5, 2018. 
  146. ^ Ingraham, Joseph C. (December 14, 1951). "'SOLUTION' FUTILE IN TUNNEL DISPUTE; Planning Commission Comes Up With 'Compromise' That Port Authority Promptly Rejects SOLUTION' FUTILE IN TUNNEL DISPUTE Same as Five Years Ago". The New York Times. ISSN 0362-4331. Retrieved April 5, 2018. 
  147. ^ "City Tube Plan Turned Down" (PDF). Long Island Star-Journal. December 14, 1951. p. 15. Retrieved April 16, 2018 – via Fultonhistory.com. 
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