57°42′36″N 11°58′21″E / 57.71000°N 11.97250°E / 57.71000; 11.97250
104-540: The Nils Ericson Terminal is a major bus terminus in Gothenburg , Sweden built in 1995. It is next to and interconnected with Gothenburg Central Station and the upcoming Gothenburg Grand Central . It is located in the city center, across the street from the Nordstan shopping center . The main shopping street and many hotels are within walking distance from the terminal. The terminal serves many parts of
208-524: A bus stop , which is usually simply a place on the roadside, where buses can stop. It may be intended as a terminal station for a number of routes, or as a transfer station where the routes continue. Bus station platforms may be assigned to fixed bus lines, or variable in combination with a dynamic passenger information system. The latter requires fewer platforms, but does not provide consistent locations for passengers. Kilambakkam bus terminus in Chennai
312-600: A "mixing plaza", where traffic to and from the Midtown Hudson and Queens-Midtown Tunnels would either enter the tunnels, exit into local traffic, or continue through the other tunnel. The start of construction was delayed due to the onset of the Great Depression , a result of the 1929 stock market crash. The Port Authority could not market enough of its bonds at the 4 + 1 ⁄ 4 % interest rate that it had decided on. The Port Authority applied to
416-534: A bus lane during the weekday morning peak period. 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. This bus lane was implemented in December of the same year, exclusively carrying buses during morning rush hours. Due to the success of the bus lane, it was made permanent after the year-long trial ended. The XBL
520-672: A combined 250 buses per day through the tunnel. 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. Buses paid a toll of $ 1 per direction. 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. After this permission
624-524: 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. 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
728-507: A contract for the "helix" ramp to the express highway was awarded in April of that year. 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
832-603: A cost of between $ 9 million and $ 12 million. 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
936-536: A future "express highway" to the tunnel (now New Jersey Route 495 ), was awarded in July 1937. 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. It was estimated that the construction of the Lincoln Tunnel had directly employed 2,800 workers at its peak, working
1040-456: 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. 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 rises between the two directions of traffic. The ramp from northbound Park Avenue to
1144-462: A second tube, which was expected to cost an additional $ 33 million, bringing the total cost of the project to around $ 80 million. The next month, the Port Authority sold a $ 10 million bond issue at a 3% interest rate. 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. By the time the first tube had opened in December 1937,
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#17327869071381248-475: A share of the tunnel's cost. In January 1931, the Port Authority decided that the Midtown Hudson Tunnel's construction was feasible. It recommended that the tunnel be constructed immediately so that the tube could begin carrying traffic in 1937. The $ 95 million cost was proposed to be offset by the 12.5 million vehicles that would use the tunnel in its first year. The preliminary plans included
1352-454: A short tunnel between the Lincoln Tunnel and the new terminal. 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. In November 1936, as construction on the first tube was winding down,
1456-417: A six-lane divided road running in an open cut , was designated as an eastern extension of NJ 3. 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
1560-462: 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. 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
1664-401: 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. Each sandhog worked two 3-hour-long shifts per day, punctuated by a break of three hours. After a section of
1768-581: A tentative agreement to market these bonds at a 4 + 1 ⁄ 2 % rate. 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. The Port Authority accepted the loan, with the intent to start construction within two months. The loan would be repaid at a relatively low interest rate of 4%, although Galvin stated that this loan would only be sufficient to pay for one of
1872-600: Is Kamppi Centre in Helsinki, Finland completed in 2006. The terminal cost 100 million Euro to complete and took 3 years to design and build. Today, the bus terminal, which covers 25,000 square meters, is the busiest bus terminal in Finland. Every day, the terminal has around 700 bus departures, transporting approximately 170,000 passengers. Preston Bus Station in Preston, England, built in 1969 and later heritage-listed ,
1976-706: Is an approximately 1.5-mile-long (2.4 km) tunnel under the Hudson River , connecting Weehawken, New Jersey , to the west with Midtown Manhattan in New York City to the east. It carries New Jersey Route 495 on the New Jersey side and unsigned New York State Route 495 on the New York side. It was designed by Ole Singstad and named after Abraham Lincoln . The tunnel consists of three vehicular tubes of varying lengths, with two traffic lanes in each tube. The center tube contains reversible lanes , while
2080-512: 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. During the morning rush hour, one traffic lane in the center tube, the Lincoln Tunnel Exclusive Bus Lane (XBL),
2184-647: Is located right above the tunnel portal. The helix roadway extends over a distance of 4,000 feet (1,200 m). Route 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 Route 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. Both directions of Route 495 continue south onto
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#17327869071382288-603: Is spread over an area of 358,200 square metres (88.52 acres), making it the largest bus station in the world. The Woodlands Bus Interchange in Singapore is one of the busiest bus interchanges in the world, handling up to 400,000 passengers daily across 42 bus services. Other Singaporean bus interchanges such as Bedok Bus Interchange , Tampines Bus Interchange and Yishun Bus Interchange handle similar number of passengers daily. The largest underground bus station in Europe
2392-638: Is the 8,216-foot (2,504 m) center tube, which runs parallel to the 8,006-foot (2,440 m) southern tube. The northern tube is 7,482 feet (2,281 m) long. On the Manhattan side, there is an Art Deco ventilation shaft located west of 12th Avenue. Emergency services at the Lincoln Tunnel are provided by the Port Authority's Tunnel and Bridge Agents, who are stationed at the Port Authority's crossings. They maintain various apparatus such as fire trucks, rescue trucks, and wreckers for serious incidents. Port Authority workers also use cameras to monitor
2496-628: Is used only by buses. It is fed by the New Jersey Turnpike at Exits 16E and 17, and New Jersey Route 3 . The XBL is by far the busiest and most productive bus lane in the United States. The lane operates weekday mornings from 6:00 to 10:00 a.m., accommodating approximately 1,850 buses and 70,000 commuters, most of whom continue to the Port Authority Bus Terminal . The ridership on
2600-672: The Lincoln Tunnel and one block west of Times Square . The terminal is the largest in the Western Hemisphere and the busiest in the world by volume of traffic, serving about 8,000 buses and 225,000 people on an average weekday and more than 65 million people a year. It has 223 gates. It operates intercity bus routes all over the United States and some routes with international destinations, mostly in Canada, and mostly operated by Greyhound Lines. The largest bus terminal in
2704-670: The Port Authority of New York and New Jersey (formerly Port of New York Authority), comprise six traffic lanes in total and carry a combined total of 112,995 vehicles per day as of 2016 . In 2017, there were 19,039,210 tolls collected in the eastbound direction. 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. The northern and southern tubes respectively carry westbound and eastbound traffic exclusively. Normally, only motor traffic uses
2808-494: The Västra Götaland County with bus traffic (although many regional destinations are primarily served by regional trains ). Bus companies such as Flixbus , Bus4You , Nettbuss express , Swebus Express and Eurolines serve destinations such as Oslo , Stockholm and Copenhagen . With bus changes, a lot of destinations can be reached. The bus terminal uses the modern system where buses arrive at gates, and
2912-477: The December holiday season, compared to the Holland Tunnel's 40,000 daily vehicles, since the Holland Tunnel contained two 2-lane tubes. 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. The Lincoln Tunnel saw 1,790,640 vehicles during its first year of operation, but it
3016-551: 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. The center tube, which is reversible, ascends to ground level just southeast of 39th Street and Tenth Avenue, parallel to
3120-603: The Lincoln Tunnel has undergone a series of gradual improvements, including changes to security and tolling methods. 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 . The tolls on each crossing are only collected in
3224-499: The Lincoln Tunnel in Manhattan typically uses either Dyer Avenue , which also offers direct access to the Port Authority Bus Terminal , or the Lincoln Tunnel Expressway . Dyer Avenue runs in between Ninth and Tenth Avenues and exists in three segments: 30th–31st Streets, 34th–36th Streets, and 40th–42nd Streets. The Lincoln Tunnel Expressway, a bidirectional divided highway that passes below street level, connects
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3328-579: The Manhattan-Queens tunnel to New Jersey. 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. Later that month,
3432-405: The Midtown Hudson Tunnel from both ends, boring a tube that measured 32 feet (9.8 m) in diameter and 8,000 feet (2,400 m) between ventilation shafts. It was generally easier to dig from the New Jersey side, which consisted mostly of muddy sediment, than from the New York side, which contained many tons of rocks. Compressed air was used to prevent river water from flooding the tunnel, and
3536-523: 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. In February of that year, New Jersey Governor 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. Even though both states had agreed to build
3640-499: The New Jersey entrance would be located directly across the river in either Hoboken or Weehawken. According to the New Jersey Chamber of Commerce, James's company had enough resources to commence construction. The first trans-Hudson vehicular tunnel, the Holland Tunnel downstream connecting Jersey City, New Jersey , with Lower Manhattan , was under construction at the time. Upon the Holland Tunnel's opening in 1927, it
3744-412: The New Jersey shaft would be sunk later. Thirty-two ventilation buildings would be constructed, of which 15 would pull air into the tunnel, and 17 would exhaust air from the tunnel. The Port Authority received five bids for the construction of the Midtown Hudson Tunnel. Construction began on the first tube, now the center of the three tubes, on May 18, 1934, with ceremonies on both sides. Officials from
3848-404: The New Jersey side had dug past the state border. By June, half of the tunnel had been excavated. During one week that month, sandhogs dug 250 feet (76 m) of tunnel, which the Port Authority proclaimed was world record in tunnel-digging. The two parts of the tube were connected in a ceremony in August 1935, four months ahead of schedule. The method of financing the Midtown Hudson Tunnel
3952-462: 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. A contract for the Weehawken approach, the first part of
4056-494: The New York-bound 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 New York State Route 495 on the eastern half of the river. However, the New York state highway designation is not signed , and its use is inconsistent in official documents. The three tubes, operated by
4160-445: The Port Authority announced that the tunnel would be called "Midtown Hudson Tunnel". The same month, the agency began conducting a study of traffic patterns around the proposed tunnel's portals. By December, 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
4264-472: The Port Authority's commissioners met to discuss the feasibility of adding a second tube, located north of and parallel to the first tube. Although the original design in 1933 had called for two tubes, 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. The commissioners thus agreed to construct
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4368-429: The Weehawken–Manhattan tunnel, there were disagreements on who would fund and construct the tunnels. The Port Authority and the two states' tunnel commissions both wanted to build the tunnel, but 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
4472-520: The adjacent first tube. 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. 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. The ends of the second tube were sealed because it
4576-525: The agency to seek an additional $ 9 million in funds from the PWA. Simultaneously, work began on retrofitting the tunnel for vehicular use, so it could be in operation by the time the 1939 New York World's Fair started. The retrofits consisted of installing ceiling panels with exhaust pipes; a roadway with air ducts; and straight retaining walls with ceramic tiles, metal police booths, and a catwalk for maintenance and emergency uses. Workers installed 800,000 glass tiles, each 6 inches (15 cm) square, along
4680-462: The approach would then split in two directions with one roadway going south to 34th Street and the other going north to 42nd Street . 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 be located 40 feet (12 m) below mean water level, about
4784-455: The author Angus Gillespie states in his book Crossing Under the Hudson . After twenty days, officials guaranteed that skilled jobs would be awarded only to skilled laborers, and work resumed. Meanwhile, the Port Authority still had not acquired and cleared all of the land in the way of the Midtown Hudson Tunnel's approaches. Construction of the approaches on the New York side necessitated
4888-412: 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. During the process of construction, 145,000 cubic yards (111,000 m ) of sediment and earth and 28,000 cubic yards (21,000 m ) of rocky dirt were displaced, and 2,370 metal rings were installed. The reporter L.H. Robbins wrote a descriptive account of
4992-521: The buses using the XBL is higher than that on NJ Transit 's commuter rail into Penn Station . Over 100 bus carriers utilize the Exclusive Bus Lane. New Jersey Transit operates fifty-seven interstate bus routes through the Lincoln Tunnel, as do numerous regional and long-distance companies. The XBL was first proposed in 1964, when studies were conducted to address the feasibility of such
5096-607: The caisson was so large. Also in July, 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. Another disagreement concerned the hiring of unskilled laborers to work on the Midtown Hudson Tunnel construction project. Unionized skilled laborers, who feared that their specialized jobs were being given to unskilled laborers, briefly threatened to strike over "unfair labor practices", as
5200-461: The ceiling of the tube, comprising what The New York Times described as "the largest glass ceiling in the world". After an unexpected gasoline leak from gas stations near the Midtown Hudson Tunnel, workers installed fireproof copper sheeting within the tunnel. 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
5304-618: The construction of new transportation links. General George R. Dyer , the chairman of New York's Bridge and Tunnel Commission, and Theodore Boettger , the chairman of the New Jersey's Interstate Bridge and Tunnel Commission jointly co-signed letters to each state's governor. After the Manhattan-Queens tunnel was formally recommended by the New York City Board of Estimate in June 1929, the heads of each state's respective bridge and tunnel commissions reiterated their proposal to extend
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#17327869071385408-424: The construction work, comparing the tunnel shield to a "Steel Hercules", calling the sandhogs "ox-strong, rough-clad", and describing the tunnel itself as being like "a bit of the realm of Tartarus". The Midtown Hudson Tunnel's vehicular tube was being excavated from both ends, but the teams on the New Jersey side worked faster because the ground there was softer. As a result, most of the work had been undertaken by
5512-477: The cost of construction had risen to $ 85 million. At the time, the second tube was set to be completed in 1940. A contract for the second tube was released in February 1937, at a cost of $ 8.7 million. 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. The next month, three parcels of land in New Jersey were acquired to make way for
5616-464: 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 being already dilapidated, or nearing such a condition. The demolition process was inadvertently aided by a fire that burned down one of the condemned buildings in October 1934. Bidding for the New York approach
5720-596: 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. Another funding issue arose after the Wall Street Crash of 1929 , which caused several potential funding sources to be depleted. The jurisdictional disagreement held up financing for
5824-433: The division that would oversee construction. The Port Authority's former chairman, John Galvin, would be retained as a consultant. The construction work itself would be supervised by George Breck Montgomery , who had served in the same position for the Holland Tunnel's construction. 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
5928-407: 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. As Park Avenue continues to ascend the ledge, the viaduct descends to ground level. The highway lanes then split into the portals for
6032-431: The entrance plaza was holed-through in September of the same year. 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. This cost would be composed of $ 42 million raised in bonds plus the $ 4.78 million PWA grant. That November, the Port Authority's commissioners authorized
6136-411: 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
6240-463: 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 thought was too high. The Port Authority wanted to be able to market the bonds at a 4 + 1 ⁄ 2 % rate, and so it would wait until such a rate was feasible. Despite a lack of funds for the Midtown Hudson Tunnel itself, the Port Authority
6344-492: 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. The 700-ton cubical caisson for the New York side was floated into place and sunk into the riverbed in July. Even though the caisson had been manufactured in nearby Kearny, New Jersey , it had taken two days to be floated to Manhattan because
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#17327869071386448-836: The geology of the tunnel's route. 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
6552-463: The governors of New York and New Jersey. The first vehicles began passing through the tube at 4:00 AM the next day. 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. The newly opened tube carried traffic in both directions. Passenger cars traveling in either direction were charged 50 cents for single trips,
6656-401: 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
6760-418: The loop approach; garages for maintenance buildings; 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. By this time, the Midtown Hudson Tunnel project was one-third completed. The part of the tube that connected to
6864-519: 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
6968-556: The northern and southern tubes exclusively carry westbound and eastbound traffic, respectively. 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. Construction of the central tube, which originally lacked sufficient funding due to the Great Depression , started in 1934 and it opened in 1937. The northern tube started construction in 1936,
7072-424: The passengers enter the buses directly from the air-conditioned terminal, much like in modern airports . There are 18 gates indoors (numbered 21-38). There are also 11 gates outdoors with simple shelters (39-49). Terminal's total size is 5,000 square metres (54,000 sq ft). The terminal is named after Nils Ericson , a Swedish inventor and mechanical engineer, and brother to John Ericsson . The terminal
7176-494: The project that month. According to 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 . Several other names had been considered and rejected. At the same time, the two under-construction approaches on
7280-401: The same as on the Holland Tunnel, the George Washington Bridge, and the three bridges between Staten Island and New Jersey. If passenger-car drivers were traveling to or from Staten Island within the same trip, they paid 75 cents. Different toll rates applied to tractor-trailers, who paid $ 2, and motorcycles, who paid 25 cents. Pedestrians, animals, and bicyclists were prohibited from using
7384-439: 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. Preliminary borings were drilled in the bottom of the riverbed so builders could determine
7488-424: The second tube. 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. 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. Bidding for the express highway began in January 1938, and
7592-567: The southern hemisphere is the Tietê Bus Terminal located in São Paulo, Brazil. It is also the 2nd busiest in the world, serving about 90,000 people per weekday in 300 bus lines on its 89 platforms (72 for boarding and 17 for deboarding), with services to over 1,000 cities over the country and South America . The terminal is also linked to Portuguesa-Tietê , an adjacent metro station. Lincoln Tunnel The Lincoln Tunnel
7696-438: The southernmost section of Dyer Avenue with the Lincoln Tunnel. The primary entrance roadways for the Lincoln Tunnel are Galvin Avenue , as well as the Lincoln Tunnel Expressway and the southern two sections of Dyer Avenue. Galvin Avenue runs in between Tenth and Eleventh Avenues and carries traffic southbound from 41st to 40th Streets. The southernmost tube, which carries eastbound traffic to New York, surfaces just northeast of
7800-399: 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. 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
7904-582: The structure of the Helix over the course of more than two years. According to the American Highway Users Alliance, the Helix is considered one of the most congested corridors in the east coast of the United States: as of 2018 , drivers spent a cumulative 3.4 million hours per year sitting in congestion at the Helix. An administration building is also located on the New Jersey side, along Boulevard East. Traffic exiting
8008-430: The teams working from the New Jersey side, and the two ends of the tube were ultimately connected at the caisson on the New York side. The tunneling work posed some danger: three workers were killed in tunneling incidents during the first year of construction, and a dynamite accident in April 1935 killed three more sandhogs. The sandhogs dug at an average rate of 25 feet (7.6 m) per day, and by May 1935, workers from
8112-602: The three tubes, which are ornamented with stone. The tubes then curve east and cross under the Hudson River. This tollbooth has 13 toll lanes. 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. In June 2018, the New Jersey Department of Transportation , which maintains Route 495, announced that it would renovate
8216-411: 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
8320-489: 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. By April 1937, the Midtown Hudson Tunnel was 75% completed, and its opening was projected for the next year. As the tunnel could be confused with the Queens–Midtown Tunnel on the other side of Manhattan, the Port Authority decided to rename
8424-414: The tunnel, but every year, a few bicycle tours and foot races pass through by special arrangement. Each tube provides a 21.5-foot-wide (6.6 m) roadway with two lanes and 13 feet (4.0 m) of vertical clearance. Most vehicles carrying hazmats are not allowed in the tunnel, and trucks cannot use the center tube. There is a width limit of 8 feet 6 inches (2.59 m) for vehicles entering
8528-511: The tunnel, but only briefly. 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. Six Port Authority board members were appointed by New Jersey Governor Larson as part of this merger. The agency would be headed by chairman John F. Galvin and vice chairman Frank C. Ferguson . In June 1930,
8632-410: 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. The tube was used by 3,700 vehicles within the first 12 hours of its opening, and by 7,661 vehicles within the first 24 hours. The Port Authority devised
8736-410: The tunnel. The main approach road on the New Jersey side is Route 495 , a state highway running in a west–east direction within an open cut through Union City . The New Jersey approach roadway, known as the "Helix" and formerly as the "Corkscrew", turns in a three-quarters circle before arriving at the entrance to the tunnel. This is because of the steep King's Bluff ledge in Weehawken, which
8840-488: The tunnel. Although the three portals are side by side in New Jersey, the north tube portal is one block west of the other two tubes' portals in New York City. The north tube's eastern portal is near Eleventh Avenue between 38th and 39th Streets, while the center and south tubes emerge side by side at Tenth Avenue between 38th and 39th Streets. As a result, the three tubes are of different lengths. The longest tube
8944-416: The tunnel. 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. Two gasoline-electric tow trucks, dubbed as the largest of their kind, were delivered to the Lincoln Tunnel in case a vehicle broke down. Two hundred staff were hired to oversee day-to-day operations of
9048-580: The two tubes that were planned. At the time, the final properties in the tunnel's right-of-way had not yet been purchased. 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 . 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,
9152-399: 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 . 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
9256-424: 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. This loop would lead from Hudson Boulevard East at the bottom of King's Bluff to Pleasant Avenue at the top. Sandhogs , specialized construction workers, proceeded to dig
9360-501: Was again delayed, and in November of the same year, the Port Authority announced that the new tube would open the following February. 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
9464-444: 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. However, work
9568-462: 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. 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. In March, after nearly a year of negotiations, the RFC announced
9672-414: Was delayed due to World War II -related material shortages, and 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. The third tube started construction in 1954, with the delay attributed to disputes over tunnel approaches, and opened in 1957. Since then,
9776-527: Was described in 2014 as "depending on how you measure it, the largest bus station in the world, the second-biggest in Europe, and the longest in Europe". It was fully refurbished in 2018. The largest bus terminal in North America is the Port Authority Bus Terminal located in New York City. The terminal is located in Midtown at 625 Eighth Avenue between 40th Street and 42nd Street, one block east of
9880-517: Was designed by the Norwegian architect, Niels Torp , and received the national Kasper Salin Prize in 1996. Bus terminus A bus station or a bus interchange is a structure where city buses or intercity buses stop to pick up and drop off passengers. While the term bus depot can also be used to refer to a bus station, it can also refer to a bus garage . A bus station is larger than
9984-405: Was granted, the New York City government opposed any further authorizations for bus companies, since they would cause congestion in Manhattan streets. 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. Manhattan Borough President Stanley M. Isaacs proposed building
10088-463: 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. By 1940, the tunnel was carrying 4 million vehicles annually, and by 1942, that count had increased to 4.5 million. A preliminary 1944 estimate put that year's vehicular count at 5.5 million, due to traffic increases during the war. At the time of the tube's opening, six interstate bus companies filed plans to run
10192-399: Was opened in June 1935, by which point the demolition of the 91 buildings was well underway. 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. At
10296-837: Was popular among motorists, leading to the proposal for the Weehawken–Manhattan tunnel in early-1928. The Weehawken–Manhattan tunnel, along with the Triborough 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. Another person proposed linking New Jersey and Queens directly via one continuous tunnel. By late 1928, both New York and New Jersey had elected new governors, Franklin D. Roosevelt of New York and Morgan F. Larson of New Jersey, and both supported
10400-403: 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. 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. The rest of the outstanding balance, approximately $ 10.4 million,
10504-650: Was suspended in March 2020 in conjunction with restrictions related to the COVID-19 pandemic in the United States , and was reinstated in September as traffic reached pre-pandemic levels. The idea for a three-tube vehicular tunnel under the Hudson River , connecting Weehawken, New Jersey , with the West Side of Manhattan , New York, was first proposed by Darwin R. James in 1923. The tube's Manhattan entrance could be built at any point between 23rd and 42nd Streets, while
10608-478: Was thought that there would not be enough traffic flows to the first tube to allow for the completion of the second tube. 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. In June 1939, the Port Authority opened the section of the express highway from Pleasant Avenue west to NJ 3. The new highway,
10712-411: Was to be bored using the shield-tunneling method , and shields would proceed from both sides at the same time. The shield on the New York side would pass through a caisson , which allowed air pressure in the tunnel to be maintained while the tube was being bored. 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
10816-418: Was to be raised privately, and the Port Authority would have raised $ 32.7 million in bonds by the time the grant was awarded. The next month, the Port Authority awarded a $ 16.5 million bond issue at 3 + 3 ⁄ 4 % interest rate. The PWA advanced the grant to the Port Authority in January 1936. In December 1935, the Port Authority advertised bids for the Weehawken entrance plaza. The plaza consisted of
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