Misplaced Pages

#563436

215-731: The Posey Tube is the second-oldest underwater vehicular tunnel in the US, preceded only by the Holland Tunnel . It is the oldest immersed tube vehicular tunnel in the world. The Oakland Estuary (then known as San Antonio Creek ) was first crossed by the Webster Street swing bridge for narrow gauge rail and road traffic, completed in 1871. A second crossing was added in 1873 as the Alice Street swing bridge, built for Central Pacific (later Southern Pacific ) rail traffic. Both

430-611: A 2,100-foot (640 m) viaduct, rising 80 feet (24 m) from 12th and 14th Streets, at the bottom of the Palisades , to the new highway, at the top of the Palisades. The New Jersey highway approach was opened in stages beginning in 1927, and most of that highway was finished in 1930. The construction of the tunnel approach roads on the New Jersey side was delayed for months by Erie Railroad , whose Bergen Arches right-of-way ran parallel to and directly south of Route 139, in

645-495: A 2,100-foot (640 m) viaduct, rising 80 feet (24 m) from 12th and 14th Streets, at the bottom of the Palisades , to the new highway, at the top of the Palisades. The New Jersey highway approach was opened in stages beginning in 1927, and most of that highway was finished in 1930. The construction of the tunnel approach roads on the New Jersey side was delayed for months by Erie Railroad , whose Bergen Arches right-of-way ran parallel to and directly south of Route 139, in

860-618: A bridge. By the end of that year, the consulting engineers for both the 57th Street Bridge and the Canal Street Tunnel had submitted their plans to the Bridge and Tunnel Commission. New York City merchants mainly advocated for the tunnel plan, while New Jerseyans and New York automobile drivers mostly supported the bridge plan. Meanwhile, the New York State Bridge and Tunnel Commission indicated that it favored

1075-421: A bridge. By the end of that year, the consulting engineers for both the 57th Street Bridge and the Canal Street Tunnel had submitted their plans to the Bridge and Tunnel Commission. New York City merchants mainly advocated for the tunnel plan, while New Jerseyans and New York automobile drivers mostly supported the bridge plan. Meanwhile, the New York State Bridge and Tunnel Commission indicated that it favored

1290-539: A circle with a 42-foot diameter would have an area of 5,541.8 square feet (514.85 m ). The more northerly westbound tube would begin at Broome and Varick Streets on the Manhattan side and end at the now-demolished intersection of 14th and Provost Streets on the New Jersey side. The more southerly eastbound tube would begin at the still-intact intersection of 12th and Provost Streets in Jersey City, and end at

1505-422: A circle with a 42-foot diameter would have an area of 5,541.8 square feet (514.85 m ). The more northerly westbound tube would begin at Broome and Varick Streets on the Manhattan side and end at the now-demolished intersection of 14th and Provost Streets on the New Jersey side. The more southerly eastbound tube would begin at the still-intact intersection of 12th and Provost Streets in Jersey City, and end at

1720-580: A contract in September 1919, in which the states agreed to build, operate, and maintain the tunnel in partnership. The contract was signed by the states' respective tunnel commissions in January 1920. Under Holland's plan, each of the two tubes would have an outside diameter of 29 feet (8.8 m) including exterior linings, and the tubes would contain two-lane roadways with a total width of 20 feet (6.1 m). One lane would be for slower traffic, and

1935-468: A contract in September 1919, in which the states agreed to build, operate, and maintain the tunnel in partnership. The contract was signed by the states' respective tunnel commissions in January 1920. Under Holland's plan, each of the two tubes would have an outside diameter of 29 feet (8.8 m) including exterior linings, and the tubes would contain two-lane roadways with a total width of 20 feet (6.1 m). One lane would be for slower traffic, and

2150-549: A disagreement over sale prices with the Erie Railroad , which owned some of the land that was to be acquired for the street widening. As a result, work on the Hudson River Tunnel was delayed by one year and could not be completed before 1926 at the earliest. Work on the New Jersey side finally started on May 30, 1922, after Jersey City officials continued to refuse to cede public land for the construction of

2365-416: A disagreement over sale prices with the Erie Railroad , which owned some of the land that was to be acquired for the street widening. As a result, work on the Hudson River Tunnel was delayed by one year and could not be completed before 1926 at the earliest. Work on the New Jersey side finally started on May 30, 1922, after Jersey City officials continued to refuse to cede public land for the construction of

SECTION 10

#1732790104564

2580-689: A far greater percentage of exhaust gases before catalytic converters became prevalent. The approach to the Holland Tunnel in Jersey City begins where the lower level of NJ Route 139 and the Newark Bay Extension merge. On May 6, 1936, the section of what became Route 139/I-78 between Jersey Avenue and Marin Boulevard was named in memory of John F. Boyle, the former interstate tunnel commissioner. Despite being part of

2795-438: A far greater percentage of exhaust gases before catalytic converters became prevalent. The approach to the Holland Tunnel in Jersey City begins where the lower level of NJ Route 139 and the Newark Bay Extension merge. On May 6, 1936, the section of what became Route 139/I-78 between Jersey Avenue and Marin Boulevard was named in memory of John F. Boyle, the former interstate tunnel commissioner. Despite being part of

3010-468: A fixed vehicular crossing over the Hudson River were first devised in 1906. However, disagreements prolonged the planning process until 1919, when it was decided to build a tunnel under the river. Construction of the Holland Tunnel started in 1920, and it opened in 1927. At the time of its opening, it was the longest continuous underwater tunnel for vehicular traffic in the world. The Holland Tunnel

3225-532: A grade of up to 3.8%. The tubes stretch an additional 1,000 feet (300 m) from the eastern shoreline to the New York portals, and 500 feet (150 m) from the western shoreline to the New Jersey portals. These sections of the tunnel are more rectangular in shape, since they were built as open cuts that were later covered over. The walls and ceiling are furnished with glazed ceramic tiles, which were originally engineered to minimize staining. The majority of

3440-476: A grade of up to 3.8%. The tubes stretch an additional 1,000 feet (300 m) from the eastern shoreline to the New York portals, and 500 feet (150 m) from the western shoreline to the New Jersey portals. These sections of the tunnel are more rectangular in shape, since they were built as open cuts that were later covered over. The walls and ceiling are furnished with glazed ceramic tiles, which were originally engineered to minimize staining. The majority of

3655-617: A legal disagreement between the Erie and the Highway Commission. The Erie maintained that it absolutely needed 30 feet of land along 12th Street, while the Highway Commission stated that the most direct approach to the eastbound Holland Tunnel's 12th Street portal should be made using 12th Street. The commission rejected a suggestion that it should use 13th Street, one block north, because it would cost $ 500,000 more and involve two perpendicular turns. In October 1926, one million dollars

3870-497: A legal disagreement between the Erie and the Highway Commission. The Erie maintained that it absolutely needed 30 feet of land along 12th Street, while the Highway Commission stated that the most direct approach to the eastbound Holland Tunnel's 12th Street portal should be made using 12th Street. The commission rejected a suggestion that it should use 13th Street, one block north, because it would cost $ 500,000 more and involve two perpendicular turns. In October 1926, one million dollars

4085-444: A need for ventilation, since the trains that used the tubes were required to be electrically powered, and thus emitted very little pollution. On the other hand, the traffic in the Holland Tunnel consisted mostly of gasoline-driven vehicles, and ventilation was required to evacuate the carbon monoxide emissions, which would otherwise asphyxiate the drivers. There were very few tunnels at that time that were not used by rail traffic;

4300-444: A need for ventilation, since the trains that used the tubes were required to be electrically powered, and thus emitted very little pollution. On the other hand, the traffic in the Holland Tunnel consisted mostly of gasoline-driven vehicles, and ventilation was required to evacuate the carbon monoxide emissions, which would otherwise asphyxiate the drivers. There were very few tunnels at that time that were not used by rail traffic;

4515-452: A peak of 103,020 daily vehicles in 1999 to 89,792 vehicles in 2016. As of 2017 , the eastbound direction of the Holland Tunnel was used by 14,871,543 vehicles annually. The Holland Tunnel was the first mechanically ventilated underwater vehicular tunnel in the world. It contains a system of vents that run transverse, or perpendicular, to the tubes. Each side of the Hudson River has two ventilation shaft buildings: one on land, and one in

SECTION 20

#1732790104564

4730-452: A peak of 103,020 daily vehicles in 1999 to 89,792 vehicles in 2016. As of 2017 , the eastbound direction of the Holland Tunnel was used by 14,871,543 vehicles annually. The Holland Tunnel was the first mechanically ventilated underwater vehicular tunnel in the world. It contains a system of vents that run transverse, or perpendicular, to the tubes. Each side of the Hudson River has two ventilation shaft buildings: one on land, and one in

4945-475: A point that the boats were at full capacity, and some freight started going to other ports in the United States. To alleviate this, officials proposed building a freight railroad tunnel, but this was blocked by the organized syndicates that held influence over much of the port's freight operations. The public learned of the excessive traffic loads on existing boat routes, as well as the limited capacity of

5160-412: A point that the boats were at full capacity, and some freight started going to other ports in the United States. To alleviate this, officials proposed building a freight railroad tunnel, but this was blocked by the organized syndicates that held influence over much of the port's freight operations. The public learned of the excessive traffic loads on existing boat routes, as well as the limited capacity of

5375-475: A serious mistake on the part of any engineers who contemplate it." In 1952, the Posey Tube was handling 30,000 to 36,000 cars per day. The ventilation buildings that house the exhaust and fresh air fans are built in an art deco style; local architect Henry H. Meyers is credited with the design of both portals. The design of the ventilation system to handle toxic vehicular exhaust fumes was modeled on that of

5590-530: A single bridge, but Southern Pacific officials were unable to come to an agreement with Alameda County supervisors, and in 1897 the railroad declared the Harrison Street bridge, replacing the Alice bridge, would be devoted solely to rail traffic, accommodating both narrow and standard-gauge trains. During the construction of the replacement Webster bridge, county supervisors initially rejected an offer to use

5805-428: A single tube with only two lanes. In 1941, "final negotiations" were being made for a second tube, and plans for a second tube at Webster Street had been advanced in 1948 as part of a Parallel Bridge scheme. The Parallel Bridge was one of the "Southern Crossing" designs which would have added another trans-Bay bridge south of the 1936 San Francisco–Oakland Bay Bridge . Construction began on October 12, 1959. To prepare

6020-425: A toll was driven by the daughter of the chairman of New Jersey's Bridge and Tunnel Commission . The widows of chief engineers Holland and Freeman rode in the second vehicle that paid a toll. At the time, the Holland Tunnel was the world's longest continuous underwater vehicular tunnel, as well as the world's first tunnel designed specifically for vehicular traffic. Holland Tunnel The Holland Tunnel

6235-479: A trench at the bottom of the Hudson River and then covering it up, but this was deemed infeasible because of the soft soil that comprised the riverbed, as well as the heavy maritime traffic that used the river. Officials started purchasing the properties in the path of the tunnel's approaches, evicting and compensating the tenants "without delay" so that construction could commence promptly. A bid to construct

6450-419: A trench at the bottom of the Hudson River and then covering it up, but this was deemed infeasible because of the soft soil that comprised the riverbed, as well as the heavy maritime traffic that used the river. Officials started purchasing the properties in the path of the tunnel's approaches, evicting and compensating the tenants "without delay" so that construction could commence promptly. A bid to construct

6665-592: A tube with two lanes, projections showed that traffic on the tunnel's approach roads could barely handle the amount of traffic going to and from the two-lane tubes, and that widening the approach roads on each side would cost millions of dollars more. The commission then voted to forbid any further consideration of Goethals's plan. Holland defended his own plan by pointing out that the roadways in Goethals's plan would not only feature narrower road lanes, but also would have ventilation ducts that were too small to ventilate

Posey and Webster Street Tubes - Misplaced Pages Continue

6880-536: A tube with two lanes, projections showed that traffic on the tunnel's approach roads could barely handle the amount of traffic going to and from the two-lane tubes, and that widening the approach roads on each side would cost millions of dollars more. The commission then voted to forbid any further consideration of Goethals's plan. Holland defended his own plan by pointing out that the roadways in Goethals's plan would not only feature narrower road lanes, but also would have ventilation ducts that were too small to ventilate

7095-419: A twin-tube proposal that Holland had devised, which was valued at around $ 28.7 million. When Goethals asked why, the commission responded that Goethals's proposal had never been tested; that it was too expensive; and that the tunnel plans had many engineering weaknesses that could cause the tube to flood. Additionally, while a tube with three lanes in each direction would be able to handle more traffic than

7310-419: A twin-tube proposal that Holland had devised, which was valued at around $ 28.7 million. When Goethals asked why, the commission responded that Goethals's proposal had never been tested; that it was too expensive; and that the tunnel plans had many engineering weaknesses that could cause the tube to flood. Additionally, while a tube with three lanes in each direction would be able to handle more traffic than

7525-594: Is 5,923 feet (1,805 m) long, of which 3,350 feet (1,020 m) are underwater. A novel fluorescent continuous-line lighting system was designed for the Webster Street Tube. Fresh air is supplied through the lower lunette space beneath the roadway, and exhaust is drawn through the upper lunette space above the tube's false ceiling. Each portal building contains four blowers and four exhaust fans, and they are capable of providing nearly 1,000,000 cu ft/min (470 m/s) of airflow in total. Nearly

7740-407: Is 8,558 feet (2,608 m) between portals, while the south tube is slightly shorter, at 8,371 feet (2,551 m). If each tube's immediate approach roads are included, the north tube is 9,210 feet (2,807 m) long and the south tube 9,275 feet (2,827 m) long. Most vehicles carrying hazmats , trucks with more than three axles , and vehicles towing trailers cannot use the tunnel. There

7955-407: Is 8,558 feet (2,608 m) between portals, while the south tube is slightly shorter, at 8,371 feet (2,551 m). If each tube's immediate approach roads are included, the north tube is 9,210 feet (2,807 m) long and the south tube 9,275 feet (2,827 m) long. Most vehicles carrying hazmats , trucks with more than three axles , and vehicles towing trailers cannot use the tunnel. There

8170-580: Is a vehicular tunnel under the Hudson River that connects Hudson Square and Lower Manhattan in New York City in the east to Jersey City , New Jersey in the west. The tunnel is operated by the Port Authority of New York and New Jersey and carries Interstate 78 . The New Jersey side of the tunnel is the eastern terminus of New Jersey Route 139 . The Holland Tunnel is one of three vehicular crossings between Manhattan and New Jersey;

8385-437: Is a width limit of 8 feet (2.4 m) for vehicles entering the tunnel. Both tubes' underwater sections are 5,410 feet (1,650 m) long and are situated in the silt beneath the river. The lowest point of the roadways is about 93 feet (28.3 m) below mean high water. The lowest point of the tunnel ceiling is about 72 feet (21.9 m) below mean high water. The tubes descend at a maximum grade of 4.06% and ascend at

8600-437: Is a width limit of 8 feet (2.4 m) for vehicles entering the tunnel. Both tubes' underwater sections are 5,410 feet (1,650 m) long and are situated in the silt beneath the river. The lowest point of the roadways is about 93 feet (28.3 m) below mean high water. The lowest point of the tunnel ceiling is about 72 feet (21.9 m) below mean high water. The tubes descend at a maximum grade of 4.06% and ascend at

8815-521: The Holland Tunnel 's ventilation system, and Ole Singstad (who had designed the pioneering ventilation system of the Holland Tunnel) consulted. A pair of canaries were used during construction as living air monitors ; although one canary died during construction, it was an accident caused by being penned up with a pet cat and not a toxic atmosphere. Up to that time, tunnels had been vented longitudinally, with fresh air blown in one end and out

Posey and Webster Street Tubes - Misplaced Pages Continue

9030-515: The right of way of the proposed approach roads. Although the Erie had promised to find another site for its railroad yards, it had refused to respond to the plans that the New Jersey State Highway Commission had sent them. In March 1925, the Highway Commission decided that construction on the approach roads would begin regardless of Erie's response, and so the land would be taken using eminent domain . This led to

9245-424: The right of way of the proposed approach roads. Although the Erie had promised to find another site for its railroad yards, it had refused to respond to the plans that the New Jersey State Highway Commission had sent them. In March 1925, the Highway Commission decided that construction on the approach roads would begin regardless of Erie's response, and so the land would be taken using eminent domain . This led to

9460-723: The 20th century, passage across the lower Hudson River was possible only by ferry. The first tunnels to be bored below the Hudson River were for railroad use. The Hudson & Manhattan Railroad , now PATH , constructed two pairs of tubes to link the major railroad terminals in New Jersey with Manhattan Island: the Uptown Hudson Tubes , which opened in 1908, and the Downtown Hudson Tubes , which opened in 1909. The Pennsylvania Railroad 's twin North River Tunnels , constructed to serve

9675-511: The 20th century, passage across the lower Hudson River was possible only by ferry. The first tunnels to be bored below the Hudson River were for railroad use. The Hudson & Manhattan Railroad , now PATH , constructed two pairs of tubes to link the major railroad terminals in New Jersey with Manhattan Island: the Uptown Hudson Tubes , which opened in 1908, and the Downtown Hudson Tubes , which opened in 1909. The Pennsylvania Railroad 's twin North River Tunnels , constructed to serve

9890-526: The 57th Street bridge plans: the span would need to be at least 200 feet (61 m) above the mean high water to avoid interfering with shipping. By comparison, the tunnel would be 95 feet (29 m) below mean water level. The Interstate Bridge Commission, which had been renamed the New York State Bridge and Tunnel Commission in April 1913, published a report that same month, stating that

10105-402: The 57th Street bridge plans: the span would need to be at least 200 feet (61 m) above the mean high water to avoid interfering with shipping. By comparison, the tunnel would be 95 feet (29 m) below mean water level. The Interstate Bridge Commission, which had been renamed the New York State Bridge and Tunnel Commission in April 1913, published a report that same month, stating that

10320-505: The Alameda site, a large Navy hangar was moved; at the time, it set a record for the largest building ever moved. The Webster Street Tube was completed and opened to one-way (into Alameda) traffic in 1963. Upon completion of the Webster Street Tube, the Posey Tube was closed temporarily and renovations were performed to convert it to one-way (into Oakland) traffic; during renovations, the Webster Street Tube handled bidirectional traffic. Like

10535-610: The Canal Street tunnel plan. On the other hand, the 57th Street bridge plan remained largely forgotten. The Public Service Commission of New Jersey published a report in April 1917, stating that the construction of a Hudson River vehicle tunnel from Lower Manhattan to Jersey City was feasible. That June, following this report, Walter Evans Edge , then Governor of New Jersey , convened the Hudson River Bridge and Tunnel Commission of New Jersey, which would work with

10750-478: The Canal Street tunnel plan. On the other hand, the 57th Street bridge plan remained largely forgotten. The Public Service Commission of New Jersey published a report in April 1917, stating that the construction of a Hudson River vehicle tunnel from Lower Manhattan to Jersey City was feasible. That June, following this report, Walter Evans Edge , then Governor of New Jersey , convened the Hudson River Bridge and Tunnel Commission of New Jersey, which would work with

10965-404: The Canal Street tunnel would cost $ 11 million while the 57th Street bridge would cost $ 42 million. In October 1913, Jacobs and Davies stated that a pair of tunnels, with each tube carrying traffic in one direction, would cost only $ 11 million, while a bridge might cost over $ 50 million. The low elevation and deep bedrock of Lower Manhattan was more conducive to a tunnel than to

SECTION 50

#1732790104564

11180-404: The Canal Street tunnel would cost $ 11 million while the 57th Street bridge would cost $ 42 million. In October 1913, Jacobs and Davies stated that a pair of tunnels, with each tube carrying traffic in one direction, would cost only $ 11 million, while a bridge might cost over $ 50 million. The low elevation and deep bedrock of Lower Manhattan was more conducive to a tunnel than to

11395-456: The H&;M and North River Tunnels, when the surface of the Hudson River froze in winter 1917, and again when Pennsylvania Railroad workers went on strike in winter 1918. One engineer suggested that three freight railroad tunnels would be cheaper to construct than one bridge. In 1906, the New York and New Jersey Interstate Bridge Commission, a consortium of three groups, was formed to consider

11610-404: The H&M and North River Tunnels, when the surface of the Hudson River froze in winter 1917, and again when Pennsylvania Railroad workers went on strike in winter 1918. One engineer suggested that three freight railroad tunnels would be cheaper to construct than one bridge. In 1906, the New York and New Jersey Interstate Bridge Commission, a consortium of three groups, was formed to consider

11825-586: The Holland Tunnel Rotary in Manhattan . The entrance and exit ramps to and from each portal are lined with granite and are 30 feet (9.1 m) wide. Although the two tubes' underwater sections are parallel and adjacent to each other, the tubes' portals on either side are located two blocks apart in order to reduce congestion on each side. The Holland Tunnel's tubes initially contained a road surface made of Belgian blocks and concrete. This

12040-457: The Holland Tunnel Rotary in Manhattan . The entrance and exit ramps to and from each portal are lined with granite and are 30 feet (9.1 m) wide. Although the two tubes' underwater sections are parallel and adjacent to each other, the tubes' portals on either side are located two blocks apart in order to reduce congestion on each side. The Holland Tunnel's tubes initially contained a road surface made of Belgian blocks and concrete. This

12255-464: The Holland Tunnel has remained steady despite tight restrictions on eastbound traffic in response to the September 11 attacks , including a ban on commercial traffic entering New York City put in place after an August 2004 threat. Aside from a sharp decline immediately following the September 11 attacks, the number of vehicles using the Holland Tunnel in either direction daily steadily declined from

12470-408: The Holland Tunnel has remained steady despite tight restrictions on eastbound traffic in response to the September 11 attacks , including a ban on commercial traffic entering New York City put in place after an August 2004 threat. Aside from a sharp decline immediately following the September 11 attacks, the number of vehicles using the Holland Tunnel in either direction daily steadily declined from

12685-414: The Holland Tunnel is its ventilation system; it is served by four ventilation towers designed by Norwegian architect Erling Owre. At the time of its construction, underwater tunnels were a well-established part of civil engineering, but no long vehicular tunnels had been built, as all of the existing tunnels under New York City waterways carried only railroads and subways. These tubes did not have as much of

12900-414: The Holland Tunnel is its ventilation system; it is served by four ventilation towers designed by Norwegian architect Erling Owre. At the time of its construction, underwater tunnels were a well-established part of civil engineering, but no long vehicular tunnels had been built, as all of the existing tunnels under New York City waterways carried only railroads and subways. These tubes did not have as much of

13115-556: The Holland Tunnel that was not completed, but major progress had been made by the end of 1926. Ole Singstad and the two states' tunnel commissions tested the tunnel's ventilation system by releasing gas clouds in one of the tubes in February 1927. Singstad subsequently declared that the ventilation system was well equipped to ventilate the tunnel air. However, the New York Board of Trade and Transportation disagreed, stating that

SECTION 60

#1732790104564

13330-436: The Holland Tunnel that was not completed, but major progress had been made by the end of 1926. Ole Singstad and the two states' tunnel commissions tested the tunnel's ventilation system by releasing gas clouds in one of the tubes in February 1927. Singstad subsequently declared that the ventilation system was well equipped to ventilate the tunnel air. However, the New York Board of Trade and Transportation disagreed, stating that

13545-412: The Hudson River Tunnel as part of the construction process. For the project, six tunnel digging shields were to be delivered. These shields comprised cylinders whose diameters were wider than the tunnel bores, and these cylinders contained steel plates of various thicknesses on the face that was to be driven under the riverbed. Four of the shields would dig the Hudson River Tunnel under the river, while

13760-412: The Hudson River Tunnel as part of the construction process. For the project, six tunnel digging shields were to be delivered. These shields comprised cylinders whose diameters were wider than the tunnel bores, and these cylinders contained steel plates of various thicknesses on the face that was to be driven under the riverbed. Four of the shields would dig the Hudson River Tunnel under the river, while

13975-400: The Hudson River Tunnel, a contract for digging two of the tunnel's eight planned shafts, was advertised in September 1920. A groundbreaking for the Hudson River Tunnel's ventilation shaft, which marked the official start of construction on the tunnel, occurred on October 12, 1920, at Canal and Washington Streets on the Manhattan side. However, further construction of the Hudson River Tunnel

14190-400: The Hudson River Tunnel, a contract for digging two of the tunnel's eight planned shafts, was advertised in September 1920. A groundbreaking for the Hudson River Tunnel's ventilation shaft, which marked the official start of construction on the tunnel, occurred on October 12, 1920, at Canal and Washington Streets on the Manhattan side. However, further construction of the Hudson River Tunnel

14405-474: The Hudson River Tunnel. The Hudson River Tunnel Commission ultimately decided that Jersey City would not have its own groundbreaking celebration due to the city's various efforts at blocking the tunnel's construction. However, although Jersey City officials had been primarily accused of delaying construction, officials from both states had wanted the Tunnel Commission to widen the approach streets to

14620-406: The Hudson River Tunnel. The Hudson River Tunnel Commission ultimately decided that Jersey City would not have its own groundbreaking celebration due to the city's various efforts at blocking the tunnel's construction. However, although Jersey City officials had been primarily accused of delaying construction, officials from both states had wanted the Tunnel Commission to widen the approach streets to

14835-415: The Hudson River, and that construction should be completed within two years. The federal government refused to finance the project, even in part, and so it fell to the states to raise the funds. In June 1919, U.S. Senator and former New Jersey governor Edge presented another iteration of the Hudson River Tunnel bill to the U.S. Senate, where it was approved. The New York and New Jersey governments signed

15050-415: The Hudson River, and that construction should be completed within two years. The federal government refused to finance the project, even in part, and so it fell to the states to raise the funds. In June 1919, U.S. Senator and former New Jersey governor Edge presented another iteration of the Hudson River Tunnel bill to the U.S. Senate, where it was approved. The New York and New Jersey governments signed

15265-407: The Hudson River. The exteriors of each tube are composed of a series of cast iron rings, each of which comprises 14 curved steel pieces that are each 6 feet (1.8 m) long. The steel rings are covered by a 19-inch-thick (48 cm) layer of concrete. Each tube provides a 20-foot (6.1 m) roadway with two lanes and 12 feet 6 inches (3.81 m) of vertical clearance . The north tube

15480-407: The Hudson River. The exteriors of each tube are composed of a series of cast iron rings, each of which comprises 14 curved steel pieces that are each 6 feet (1.8 m) long. The steel rings are covered by a 19-inch-thick (48 cm) layer of concrete. Each tube provides a 20-foot (6.1 m) roadway with two lanes and 12 feet 6 inches (3.81 m) of vertical clearance . The north tube

15695-476: The Hudson Square Connection added solar powered charging stations to both plazas, and introduced a summer lunchtime music series, called live@lunch. A statue by the artist Isamu Noguchi was also installed within the plaza. To the south of Freeman Plaza, between Varick, Watts, and Canal Streets is One Hudson Square , a New York City designated landmark in 2013. Until the first decade of

15910-399: The Hudson Square Connection added solar powered charging stations to both plazas, and introduced a summer lunchtime music series, called live@lunch. A statue by the artist Isamu Noguchi was also installed within the plaza. To the south of Freeman Plaza, between Varick, Watts, and Canal Streets is One Hudson Square , a New York City designated landmark in 2013. Until the first decade of

16125-481: The Interstate Highway System, I-78 and Route 139 run concurrently along 12th and 14th Street Streets to reach the Holland Tunnel. Westbound traffic uses 14th Street while eastbound traffic uses 12th Street. The plaza was restored and landscaped by the Jersey City government in 1982. There is a nine-lane toll plaza for eastbound traffic only at the eastern end of 12th Street, just west of

16340-402: The Interstate Highway System, I-78 and Route 139 run concurrently along 12th and 14th Street Streets to reach the Holland Tunnel. Westbound traffic uses 14th Street while eastbound traffic uses 12th Street. The plaza was restored and landscaped by the Jersey City government in 1982. There is a nine-lane toll plaza for eastbound traffic only at the eastern end of 12th Street, just west of

16555-622: The New York Bridge and Tunnel Commission to construct the new tunnel. In March 1918, a report was sent to the New York State Legislature, advocating for the construction of the tunnel as soon as possible. That year, six million dollars in funding for the Hudson River Tunnel was proposed in two bills presented to subcommittees of the United States Senate and House of Representatives . The bill

16770-406: The New York Bridge and Tunnel Commission to construct the new tunnel. In March 1918, a report was sent to the New York State Legislature, advocating for the construction of the tunnel as soon as possible. That year, six million dollars in funding for the Hudson River Tunnel was proposed in two bills presented to subcommittees of the United States Senate and House of Representatives . The bill

16985-432: The New York and New Jersey Vehicular Tunnel Commission had revised plans for the entrance and exit plazas on each side to accommodate an increase in traffic along Canal Street on the Manhattan side. The commission had spent $ 2.1 million to acquire land. Further redesigns were made in January 1924 due to a change of major components in the tunnel plan, including tunnel diameters and ventilation systems, which had increased

17200-432: The New York and New Jersey Vehicular Tunnel Commission had revised plans for the entrance and exit plazas on each side to accommodate an increase in traffic along Canal Street on the Manhattan side. The commission had spent $ 2.1 million to acquire land. Further redesigns were made in January 1924 due to a change of major components in the tunnel plan, including tunnel diameters and ventilation systems, which had increased

17415-414: The New York side, which were being dug through large rock formations. When workers tried to dig through the Manhattan shoreline, they had encountered several weeks of delay due to the existence of an as-yet-unrecorded granite bulkhead on the shoreline. In September 1923, after having proceeded about 1,100 feet (340 m) from the Manhattan shoreline, workers encountered a sheet of Manhattan schist under

17630-414: The New York side, which were being dug through large rock formations. When workers tried to dig through the Manhattan shoreline, they had encountered several weeks of delay due to the existence of an as-yet-unrecorded granite bulkhead on the shoreline. In September 1923, after having proceeded about 1,100 feet (340 m) from the Manhattan shoreline, workers encountered a sheet of Manhattan schist under

17845-560: The Oakland end on June 15, 1925. The contract was let by Alameda County without state involvement. The Posey Tube, completed and opened to traffic on October 27, 1928, was named after George Posey , who was the Alameda County Surveyor during the tunnel's planning and construction, and also chief engineer on the construction project. It is the first tunnel for road traffic built using the immersed tube technique. However,

18060-530: The Port Authority collaborated to create a five-year, $ 27 million master plan for Freeman Plaza. In 2013, Freeman Plaza West was opened to the public. Bounded by Hudson, Broome, and Watts Streets, it features umbrellas, bistro tables and chairs, and tree plantings. In 2014, Freeman Plaza East and Freeman Plaza North were opened on Varick and Broome Streets, respectively. The plazas contained chaise longues , bistro tables, and umbrellas. In 2016,

18275-466: The Port Authority collaborated to create a five-year, $ 27 million master plan for Freeman Plaza. In 2013, Freeman Plaza West was opened to the public. Bounded by Hudson, Broome, and Watts Streets, it features umbrellas, bistro tables and chairs, and tree plantings. In 2014, Freeman Plaza East and Freeman Plaza North were opened on Varick and Broome Streets, respectively. The plazas contained chaise longues , bistro tables, and umbrellas. In 2016,

18490-575: The Sixth Avenue extension. The north-south Church Street was widened and extended southward to Church Street and Trinity Place ; West Side Highway was expanded and supplemented with an elevated highway ; and the west-east Vestry and Laight Streets were also widened. On the New Jersey side, the Holland Tunnel was to connect a new highway (formerly the Route 1 Extension ; now New Jersey Route 139 ), which extended westward to Newark . This included

18705-463: The Sixth Avenue extension. The north-south Church Street was widened and extended southward to Church Street and Trinity Place ; West Side Highway was expanded and supplemented with an elevated highway ; and the west-east Vestry and Laight Streets were also widened. On the New Jersey side, the Holland Tunnel was to connect a new highway (formerly the Route 1 Extension ; now New Jersey Route 139 ), which extended westward to Newark . This included

18920-548: The Webster Street bridge in January 1926, causing the swing section to fall into the Estuary and forcing road traffic to be rerouted. The Harrison Street bridge closed to traffic after December 26, 1923 and was largely demolished the following day. After the completion of the Posey Tube, the Webster Street bridge was sold to Sacramento County for US$ 3,100 (equivalent to $ 60,000 in 2023) in November 1928. The central swing span

19135-520: The Webster and Alice bridges were replaced by new swing bridges completed in 1900 and 1898, respectively. The Alice bridge was replaced by the Harrison Street bridge, one block west. The replacements were prompted by the Secretary of War , who stated the swing spans each needed to be at least 150 feet (46 m) to accommodate marine traffic in 1896. At first, it was planned to replace both bridges with

19350-421: The Webster segments were equipped with rectangular collars 45 ft × 43 ft (14 m × 13 m) (W×H) at each end, and weighed more, approximately 5,700 short tons (5,200 t) each. The roadway within the Webster Street Tube is 24 feet (7.3 m) wide, and the minimum vertical clearance is 15 ft 1 + 3 ⁄ 8  in (4.607 m). Including approaches, the Webster Street Tube

19565-420: The area's freight traffic as one of the reasons for constructing the tube. His proposal would use a 42-foot (13 m) diameter shield to dig the tunnel. This large tunnel size was seen as a potential problem, since there were differences in the air pressure at the top and the bottom of each tunnel, and that air pressure difference increased with a larger tunnel diameter. Five engineers were assigned to examine

19780-420: The area's freight traffic as one of the reasons for constructing the tube. His proposal would use a 42-foot (13 m) diameter shield to dig the tunnel. This large tunnel size was seen as a potential problem, since there were differences in the air pressure at the top and the bottom of each tunnel, and that air pressure difference increased with a larger tunnel diameter. Five engineers were assigned to examine

19995-718: The chairman of the New York Tunnel Commission, published a report in which he wrote that Singstad had devised a feasible ventilation system for the Hudson River Tunnel. Working with Yale University , the University of Illinois , and the United States Bureau of Mines , Singstad built a test tunnel in the bureau's experimental mine at Bruceton, Pennsylvania , measuring over 400 feet (122 m) long, where cars were lined up with engines running. Volunteer students were supervised as they breathed

20210-509: The chairman of the New York Tunnel Commission, published a report in which he wrote that Singstad had devised a feasible ventilation system for the Hudson River Tunnel. Working with Yale University , the University of Illinois , and the United States Bureau of Mines , Singstad built a test tunnel in the bureau's experimental mine at Bruceton, Pennsylvania , measuring over 400 feet (122 m) long, where cars were lined up with engines running. Volunteer students were supervised as they breathed

20425-522: The completion of the tunnel. The tunnel was designated a National Historic Civil and Mechanical Engineering Landmark in 1982 and a National Historic Landmark in 1993. Emergency services at the Holland Tunnel are provided by the Port Authority Police Department , who are stationed at the Port Authority's crossings. Each tube has a 29.5-foot (9.0 m) diameter, and the two tubes run 15 feet (4.6 m) apart under

20640-435: The completion of the tunnel. The tunnel was designated a National Historic Civil and Mechanical Engineering Landmark in 1982 and a National Historic Landmark in 1993. Emergency services at the Holland Tunnel are provided by the Port Authority Police Department , who are stationed at the Port Authority's crossings. Each tube has a 29.5-foot (9.0 m) diameter, and the two tubes run 15 feet (4.6 m) apart under

20855-405: The corners of the ventilation towers, while supply ducts are in the central portion. Compartments housing exhaust fans are positioned near the corners under the exhaust stacks, with the central portions of the fan floors free for intake fans, and the central section of each outer wall for air intakes. At the time of the tunnel's construction, two-thirds of the 84 fans were being used regularly, while

21070-405: The corners of the ventilation towers, while supply ducts are in the central portion. Compartments housing exhaust fans are positioned near the corners under the exhaust stacks, with the central portions of the fan floors free for intake fans, and the central section of each outer wall for air intakes. At the time of the tunnel's construction, two-thirds of the 84 fans were being used regularly, while

21285-639: The cost by another $ 14 million. The two ends of both tubes were scheduled to be connected to each other at a ceremony on October 29, 1924, in which President Calvin Coolidge would have remotely set off an explosion to connect the tunnel's two sides. However, two days before the ceremony, Holland died of a heart attack at the sanatorium in Battle Creek, Michigan , aged 41. Individuals cited in The New York Times attributed his death to

21500-455: The cost by another $ 14 million. The two ends of both tubes were scheduled to be connected to each other at a ceremony on October 29, 1924, in which President Calvin Coolidge would have remotely set off an explosion to connect the tunnel's two sides. However, two days before the ceremony, Holland died of a heart attack at the sanatorium in Battle Creek, Michigan , aged 41. Individuals cited in The New York Times attributed his death to

21715-400: The course of construction, which resulted in 528 cases of the bends, though none were fatal. The tunnel's pressurization caused other problems, including a pressure blowout in April 1924 that flooded the tube. Due to the geology of the Hudson River, the shields digging from the New Jersey side were mostly being driven through mud, and so could be driven at a faster rate than the shields from

21930-400: The course of construction, which resulted in 528 cases of the bends, though none were fatal. The tunnel's pressurization caused other problems, including a pressure blowout in April 1924 that flooded the tube. Due to the geology of the Hudson River, the shields digging from the New Jersey side were mostly being driven through mud, and so could be driven at a faster rate than the shields from

22145-479: The east to Jersey City , New Jersey in the west. The tunnel is operated by the Port Authority of New York and New Jersey and carries Interstate 78 . The New Jersey side of the tunnel is the eastern terminus of New Jersey Route 139 . The Holland Tunnel is one of three vehicular crossings between Manhattan and New Jersey; the two others are the Lincoln Tunnel and George Washington Bridge . Plans for

22360-467: The entire interior surface of the Webster Street Tube is tiled. The Webster Street Tube project cost more than $ 20 million in total, including renovations to the older Posey Tube; the construction contract for Webster was US$ 17,363,000 (equivalent to $ 172,800,000 in 2023) alone. Holland Tunnel The Holland Tunnel is a vehicular tunnel under the Hudson River that connects Hudson Square and Lower Manhattan in New York City in

22575-577: The entirety of the Holland Tunnel was undertaken by a group of British businessmen a year later, in August 1927. The next month, a group from the Buffalo and Niagara Frontier Port Authority Survey Commission also visited the tunnel. In October, a delegation of representatives from Detroit, Michigan , and Windsor, Ontario , toured the nearly complete Holland Tunnel to get ideas for the then-proposed Detroit–Windsor Tunnel . A reporter for The New York Times

22790-469: The entirety of the Holland Tunnel was undertaken by a group of British businessmen a year later, in August 1927. The next month, a group from the Buffalo and Niagara Frontier Port Authority Survey Commission also visited the tunnel. In October, a delegation of representatives from Detroit, Michigan , and Windsor, Ontario , toured the nearly complete Holland Tunnel to get ideas for the then-proposed Detroit–Windsor Tunnel . A reporter for The New York Times

23005-551: The exhaust in order to confirm air flows and tolerable carbon monoxide levels by simulating different traffic conditions, including backups. The University of Illinois, which had hired the only professors of ventilation in the United States, built an experimental 300-foot-long (91 m) ventilation duct at its Urbana campus to test air flows. In October 1921, Singstad concluded that a conventional, longitudinal ventilation system would have to be pressurized to an air flow rate of 27 cubic meters per second (953 cu ft/s) along

23220-551: The exhaust in order to confirm air flows and tolerable carbon monoxide levels by simulating different traffic conditions, including backups. The University of Illinois, which had hired the only professors of ventilation in the United States, built an experimental 300-foot-long (91 m) ventilation duct at its Urbana campus to test air flows. In October 1921, Singstad concluded that a conventional, longitudinal ventilation system would have to be pressurized to an air flow rate of 27 cubic meters per second (953 cu ft/s) along

23435-406: The feasibility of Goethals's design. In July 1919, President Woodrow Wilson ratified a Congressional joint resolution for a trans-Hudson tunnel, and Clifford Milburn Holland was named the project's chief engineer. Holland stated that, based on the construction methods used for both pair of tubes, including the downtown pair, it should be relatively easy to dig through the mud on the bottom of

23650-406: The feasibility of Goethals's design. In July 1919, President Woodrow Wilson ratified a Congressional joint resolution for a trans-Hudson tunnel, and Clifford Milburn Holland was named the project's chief engineer. Holland stated that, based on the construction methods used for both pair of tubes, including the downtown pair, it should be relatively easy to dig through the mud on the bottom of

23865-442: The first of the shields had passed through the underwater shafts that had been sunk during construction. Due to these unexpected issues, the cost estimate for the tunnel was increased from $ 28 million to $ 42 million in January 1924. By March 1924, all seven of the ventilation shafts had been dug, and three of the four shields that were digging underwater had passed through their respective underwater construction shafts, with

24080-442: The first of the shields had passed through the underwater shafts that had been sunk during construction. Due to these unexpected issues, the cost estimate for the tunnel was increased from $ 28 million to $ 42 million in January 1924. By March 1924, all seven of the ventilation shafts had been dug, and three of the four shields that were digging underwater had passed through their respective underwater construction shafts, with

24295-453: The fourth shield nearing its respective shaft. Workers also performed tests to determine whether they could receive radio transmissions while inside the tunnel. They found that they were able to receive transmissions within much of the Hudson River Tunnel. However, a New Jersey radio station later found that there was a spot in the middle of the tunnel that had no reception. The cost of the project increased as work progressed. In July 1923,

24510-453: The fourth shield nearing its respective shaft. Workers also performed tests to determine whether they could receive radio transmissions while inside the tunnel. They found that they were able to receive transmissions within much of the Hudson River Tunnel. However, a New Jersey radio station later found that there was a spot in the middle of the tunnel that had no reception. The cost of the project increased as work progressed. In July 1923,

24725-463: The length of the tunnel. It was the first precast concrete tube to be constructed, assembled from 12 large segments. The concrete tube was protected from leaks through insulation and coverings applied to the outer surface. Each segment was cast at Hunters Point by CB&TC. After they were completed, the segments were sealed and the space beneath the roadway was filled with water as ballast while floating each segment into position; when ready, wet sand

24940-574: The most notable of these non-rail tunnels, the Blackwall Tunnel and Rotherhithe Tunnel in London, did not need mechanical ventilation. However, a tunnel of the Hudson River Tunnel's length required an efficient method of ventilation, so Chief Engineer Singstad pioneered a system of ventilating the tunnel transversely (perpendicular to the tubes). In October 1920, General George R. Dyer ,

25155-402: The most notable of these non-rail tunnels, the Blackwall Tunnel and Rotherhithe Tunnel in London, did not need mechanical ventilation. However, a tunnel of the Hudson River Tunnel's length required an efficient method of ventilation, so Chief Engineer Singstad pioneered a system of ventilating the tunnel transversely (perpendicular to the tubes). In October 1920, General George R. Dyer ,

25370-441: The need for a crossing across the Hudson River between New York City and New Jersey . That year, three railroads asked the commission to consider building a railroad bridge over the river. In 1908, the commission considered building three bridges across the Hudson River at 57th , 110th , and 179th Streets in Manhattan . The reasoning was that bridges would be cheaper than tunnels. These three locations were considered to be

25585-441: The need for a crossing across the Hudson River between New York City and New Jersey . That year, three railroads asked the commission to consider building a railroad bridge over the river. In 1908, the commission considered building three bridges across the Hudson River at 57th , 110th , and 179th Streets in Manhattan . The reasoning was that bridges would be cheaper than tunnels. These three locations were considered to be

25800-470: The new Pennsylvania Station , opened in 1910. The construction of these three tunnels proved that tunneling under the Hudson River was feasible. However, although train traffic was allowed to use the tunnel crossings, automotive traffic still had to be transported via ferry. At the same time, freight traffic in the Port of New York and New Jersey was mostly carried on boats, but traffic had grown to such

26015-420: The new Pennsylvania Station , opened in 1910. The construction of these three tunnels proved that tunneling under the Hudson River was feasible. However, although train traffic was allowed to use the tunnel crossings, automotive traffic still had to be transported via ferry. At the same time, freight traffic in the Port of New York and New Jersey was mostly carried on boats, but traffic had grown to such

26230-600: The old Alice bridge as a detour for road traffic, but later accepted, avoiding a more distant route through the eastern part of Alameda, and teamster traffic moved to Alice in December. The old Webster bridge was demolished by January 1899. By 1916, the War Department had declared the replacement Webster and Harrison bridges were a menace to deep-water navigation and an obstacle to continued development of Oakland Harbor in 1916. As an example, SS  Lancaster rammed

26445-471: The only suitable locations for suspension bridges; other sites were rejected on the grounds of aesthetics, geography, or traffic flows. John Vipond Davies, one of the partners for the consulting firm Jacobs and Davies (which had constructed the Uptown Hudson Tubes), wanted to build a vehicular tunnel between Canal Street, Manhattan, and 13th Street, Jersey City. This proposal would compete with

26660-400: The only suitable locations for suspension bridges; other sites were rejected on the grounds of aesthetics, geography, or traffic flows. John Vipond Davies, one of the partners for the consulting firm Jacobs and Davies (which had constructed the Uptown Hudson Tubes), wanted to build a vehicular tunnel between Canal Street, Manhattan, and 13th Street, Jersey City. This proposal would compete with

26875-434: The other fans were reserved for emergency use. The fans blow fresh air into ducts, which provide air intake to the tunnel via openings at the tubes' curbside . The ceiling contains slits, which are used to exhaust air. The fans can replace all of the air inside the tunnel every 90 seconds. A forced ventilation system is essential because of the poisonous carbon monoxide component of automobile exhaust , which constituted

27090-434: The other fans were reserved for emergency use. The fans blow fresh air into ducts, which provide air intake to the tunnel via openings at the tubes' curbside . The ceiling contains slits, which are used to exhaust air. The fans can replace all of the air inside the tunnel every 90 seconds. A forced ventilation system is essential because of the poisonous carbon monoxide component of automobile exhaust , which constituted

27305-459: The other would be for faster traffic. This contrasted with Goethals's plan, wherein the three roadways would have had a total width of 24.5 feet (7.5 m), only a few feet wider than Holland's two-lane roadways. Additionally, according to Holland, the 42-foot-wide tube would require the excavation of more dirt than both 29-foot tubes combined: two circles with 29-foot diameters would have a combined area of 5,282.2 square feet (490.73 m ), while

27520-459: The other would be for faster traffic. This contrasted with Goethals's plan, wherein the three roadways would have had a total width of 24.5 feet (7.5 m), only a few feet wider than Holland's two-lane roadways. Additionally, according to Holland, the 42-foot-wide tube would require the excavation of more dirt than both 29-foot tubes combined: two circles with 29-foot diameters would have a combined area of 5,282.2 square feet (490.73 m ), while

27735-499: The other; the Holland (and Posey) Tube instead used fans to supply air into the tunnel through a space beneath the roadway, and exhausted air through a similar space above the traffic portion. Ducts were set in the curb and ceiling approximately every 15 feet (4.6 m) along the length of the Posey Tube, providing a system of "transverse" ventilation, bottom-to-top rather than end-to-end, ensuring that any fires would not spread through

27950-437: The preceding Posey Tube, the Webster Street Tube was constructed using immersed precast concrete segments; this time the twelve Webster segments were constructed in a graving dock built on Alameda. Divers were used to ensure each segment landed in the surveyed location. Piles were driven to support each segment, but the piles were designed to collapse after an additional 600 short tons (540 t) of ballast were added, to ensure

28165-441: The press proclaimed air conditions were better in the tubes than in some streets of New York City; after the tunnel opened, Singstad stated that the carbon monoxide content in the tubes were half of those recorded on the streets. The ventilation system and other potential issues had been resolved by December 1921, and officials announced that the tunnel would break ground the following spring. Builders initially considered building

28380-441: The press proclaimed air conditions were better in the tubes than in some streets of New York City; after the tunnel opened, Singstad stated that the carbon monoxide content in the tubes were half of those recorded on the streets. The ventilation system and other potential issues had been resolved by December 1921, and officials announced that the tunnel would break ground the following spring. Builders initially considered building

28595-407: The project. After Freeman's death, the position was occupied by Ole Singstad , who oversaw the tunnel's completion. As part of the tunnel project, one block of Watts Street in Manhattan was widened to accommodate traffic heading toward the westbound tube. Sixth Avenue was also widened and extended between Greenwich Village and Church Street . Ten thousand people were evicted to make way for

28810-407: The project. After Freeman's death, the position was occupied by Ole Singstad , who oversaw the tunnel's completion. As part of the tunnel project, one block of Watts Street in Manhattan was widened to accommodate traffic heading toward the westbound tube. Sixth Avenue was also widened and extended between Greenwich Village and Church Street . Ten thousand people were evicted to make way for

29025-518: The remaining two shields would dig from the Hudson River west bank to the Jersey City portals. They could dig through rock at a rate of 2.5 feet (0.76 m) per day, or through mud at a daily rate of 5 to 6 feet (1.5 to 1.8 m). The air compressors would provide an air pressure of 20 to 45 pounds per square inch (140 to 310 kPa). The shovels used to dig the tunnel were provided by the Marion Power Shovel Company , while

29240-438: The remaining two shields would dig from the Hudson River west bank to the Jersey City portals. They could dig through rock at a rate of 2.5 feet (0.76 m) per day, or through mud at a daily rate of 5 to 6 feet (1.5 to 1.8 m). The air compressors would provide an air pressure of 20 to 45 pounds per square inch (140 to 310 kPa). The shovels used to dig the tunnel were provided by the Marion Power Shovel Company , while

29455-523: The river approximately 1,000 feet (300 m) from the respective shoreline. All of the ventilation buildings have buff brick facades with steel and reinforced-concrete frames. The shafts within the river rise 107 feet (33 m) above mean high water. Their supporting piers descend 45 feet (14 m), of which 40 feet (12 m) are underwater and 5 feet (1.5 m) are embedded in the riverbed. The river shafts double as emergency exits by way of shipping piers that connected each ventilation shaft to

29670-523: The river approximately 1,000 feet (300 m) from the respective shoreline. All of the ventilation buildings have buff brick facades with steel and reinforced-concrete frames. The shafts within the river rise 107 feet (33 m) above mean high water. Their supporting piers descend 45 feet (14 m), of which 40 feet (12 m) are underwater and 5 feet (1.5 m) are embedded in the riverbed. The river shafts double as emergency exits by way of shipping piers that connected each ventilation shaft to

29885-445: The riverbed, forcing them to slow shield digging operations from 12.5 feet per day (3.8 m/d) to less than 1 foot per day (0.30 m/d). This outcropping was fed from a stream in Manhattan that emptied into the Hudson River. The sandhogs planned to use small explosive charges to dig through the rock shelf without damaging the shield. By December 1923, about 4,400 feet (1,300 m) of each tube's total length had been excavated, and

30100-445: The riverbed, forcing them to slow shield digging operations from 12.5 feet per day (3.8 m/d) to less than 1 foot per day (0.30 m/d). This outcropping was fed from a stream in Manhattan that emptied into the Hudson River. The sandhogs planned to use small explosive charges to dig through the rock shelf without damaging the shield. By December 1923, about 4,400 feet (1,300 m) of each tube's total length had been excavated, and

30315-598: The roadway was to descend to a maximum depth of 93 feet (28 m) below mean high water level. The start of construction for the tubes from the New Jersey side was delayed because the Hudson River Vehicular Tunnel Commission had not yet acquired some of the land for the project. Although Jersey City officials had insisted that the Tunnel Commission widen 12th and 14th Streets in Jersey City, these officials were involved in

30530-441: The roadway was to descend to a maximum depth of 93 feet (28 m) below mean high water level. The start of construction for the tubes from the New Jersey side was delayed because the Hudson River Vehicular Tunnel Commission had not yet acquired some of the land for the project. Although Jersey City officials had insisted that the Tunnel Commission widen 12th and 14th Streets in Jersey City, these officials were involved in

30745-497: The segments rested firmly on a bed of packed sand. Construction of the Webster Street Tube started from the Alameda end and progressed towards Oakland, with the precast segments set before additional cast-in-place segments were added at each end. Each of the Webster segments were of comparable size and configuration to the earlier Posey Tube segments, measuring 200 feet (61 m) long and 37 feet (11 m) in diameter, with walls 2 + 1 ⁄ 2 feet (0.76 m) thick. However,

30960-586: The shoreline. The New York Land Ventilation Tower, a five-story building with a trapezoidal footprint, is 122 feet (37 m) tall. The New Jersey Land Ventilation Tower is a four-story, 84-foot (26 m) building with a rectangular perimeter. The four ventilation towers contain a combined 84 fans. Of these, 42 are intake fans with varying capacities from 84,000 to 218,000 cubic feet (2,400 to 6,200 m ) per minute. The other 42 are exhaust fans, which can blow between 87,500 and 227,000 cubic feet (2,480 and 6,430 m ) per minute. Exhaust ducts are located at

31175-586: The shoreline. The New York Land Ventilation Tower, a five-story building with a trapezoidal footprint, is 122 feet (37 m) tall. The New Jersey Land Ventilation Tower is a four-story, 84-foot (26 m) building with a rectangular perimeter. The four ventilation towers contain a combined 84 fans. Of these, 42 are intake fans with varying capacities from 84,000 to 218,000 cubic feet (2,400 to 6,200 m ) per minute. The other 42 are exhaust fans, which can blow between 87,500 and 227,000 cubic feet (2,480 and 6,430 m ) per minute. Exhaust ducts are located at

31390-498: The six digging shields were built by the Merchants Shipbuilding Corporation. The air compressor was completed in September 1922, and the first shield was fitted into place in the Manhattan side's construction shaft. By this point, the shafts on the New Jersey side were being excavated, and two watertight caissons were being constructed. The shield started boring in late October of that year after

31605-407: The six digging shields were built by the Merchants Shipbuilding Corporation. The air compressor was completed in September 1922, and the first shield was fitted into place in the Manhattan side's construction shaft. By this point, the shafts on the New Jersey side were being excavated, and two watertight caissons were being constructed. The shield started boring in late October of that year after

31820-470: The six-lane suspension bridge at 57th Street. Some plans provided for the construction of both the bridge and the tunnel. The ferries could not accommodate all of the 19,600 vehicles per day, as of 1913, that traveled between New York and New Jersey. The Bridge Commission hosted several meetings to tell truck drivers about the details of both the 57th Street Bridge and Canal Street Tunnel plans. The United States Department of War brought up concerns about

32035-470: The six-lane suspension bridge at 57th Street. Some plans provided for the construction of both the bridge and the tunnel. The ferries could not accommodate all of the 19,600 vehicles per day, as of 1913, that traveled between New York and New Jersey. The Bridge Commission hosted several meetings to tell truck drivers about the details of both the 57th Street Bridge and Canal Street Tunnel plans. The United States Department of War brought up concerns about

32250-473: The small triangular patches of land at the mouth of the westbound tube entrance are referred to as Freeman Plaza or Freeman Square . The plaza is named after Milton Freeman, the engineer who took over the Holland Tunnel project after the death of Clifford Milburn Holland. The Freeman Plaza received its name just before the tunnel opened in 1927. The toll plaza was removed circa 1971 when the Port Authority stopped collecting tolls for New Jersey-bound drivers, and

32465-473: The small triangular patches of land at the mouth of the westbound tube entrance are referred to as Freeman Plaza or Freeman Square . The plaza is named after Milton Freeman, the engineer who took over the Holland Tunnel project after the death of Clifford Milburn Holland. The Freeman Plaza received its name just before the tunnel opened in 1927. The toll plaza was removed circa 1971 when the Port Authority stopped collecting tolls for New Jersey-bound drivers, and

32680-521: The south side of Canal Street near Varick Street. By way of comparison, Goethals's plan would have combined the entrance and exit plazas on each side. The Motor Truck Association of America unsuccessfully advocated for three lanes in each tube. Even though Goethals's method of digging had not been tested, he refused to concede to Holland's proposal, and demanded to see evidence that Holland's proposal would work. The New York and New Jersey Tunnel Commission subsequently rejected Goethals's plan in favor of

32895-521: The south side of Canal Street near Varick Street. By way of comparison, Goethals's plan would have combined the entrance and exit plazas on each side. The Motor Truck Association of America unsuccessfully advocated for three lanes in each tube. Even though Goethals's method of digging had not been tested, he refused to concede to Holland's proposal, and demanded to see evidence that Holland's proposal would work. The New York and New Jersey Tunnel Commission subsequently rejected Goethals's plan in favor of

33110-421: The south tube's tiles were sourced in equal amounts from Czechoslovakia and Germany. The tiles' surfaces were specially engineered so that they could maintain their coloring even after years of use. The lighting systems used in the Holland Tunnel were designed to allow motorists to adjust to a gradual change in lighting levels just before leaving the tubes. The ventilation towers were the only major component of

33325-421: The south tube's tiles were sourced in equal amounts from Czechoslovakia and Germany. The tiles' surfaces were specially engineered so that they could maintain their coloring even after years of use. The lighting systems used in the Holland Tunnel were designed to allow motorists to adjust to a gradual change in lighting levels just before leaving the tubes. The ventilation towers were the only major component of

33540-485: The square was later fenced off by the Port Authority. The small maintenance buildings for toll collectors were removed around 1982 or 1983. A bust of Holland sits outside the entrance to the westbound tube in Freeman Plaza. A business improvement district for the area, the Hudson Square Connection, was founded in 2009 with the goal of repurposing the square for pedestrian use. Hudson Square Connection and

33755-422: The square was later fenced off by the Port Authority. The small maintenance buildings for toll collectors were removed around 1982 or 1983. A bust of Holland sits outside the entrance to the westbound tube in Freeman Plaza. A business improvement district for the area, the Hudson Square Connection, was founded in 2009 with the goal of repurposing the square for pedestrian use. Hudson Square Connection and

33970-436: The steel plates that were necessary for the shield's operation had been delivered. The first permanent steel-rings lining the tubes were laid a short time afterward. The caissons were completed and launched into the river in December, and after the caissons were outfitted with the requisite equipment such as airlocks , tugboats dropped the caissons into place in January 1923. Officials projected that at this rate of progress,

34185-436: The steel plates that were necessary for the shield's operation had been delivered. The first permanent steel-rings lining the tubes were laid a short time afterward. The caissons were completed and launched into the river in December, and after the caissons were outfitted with the requisite equipment such as airlocks , tugboats dropped the caissons into place in January 1923. Officials projected that at this rate of progress,

34400-635: The stress associated with overseeing the tunnel's construction. The ceremony was postponed out of respect for Holland's death. The tunnel was ultimately holed through on October 29, but it was a nondescript event without any ceremony. On November 12, 1924, the Hudson River Vehicular Tunnel was renamed the Holland Tunnel by the two states' respective tunnel commissions. Holland was succeeded by Milton Harvey Freeman, who died of pneumonia in March 1925, after several months of overseeing

34615-499: The stress associated with overseeing the tunnel's construction. The ceremony was postponed out of respect for Holland's death. The tunnel was ultimately holed through on October 29, but it was a nondescript event without any ceremony. On November 12, 1924, the Hudson River Vehicular Tunnel was renamed the Holland Tunnel by the two states' respective tunnel commissions. Holland was succeeded by Milton Harvey Freeman, who died of pneumonia in March 1925, after several months of overseeing

34830-406: The system would be inadequate if there was a genuine incident within the tunnel. In April 1927, the board had conducted their own tests with two lighted candles, and a cloud of smoke had filled the entire tube before the ventilation system was able to perform a full exhaust. The Chief Surgeon of the U.S. Board of Mines supported Singstad's position that the ventilation system could sufficiently filter

35045-406: The system would be inadequate if there was a genuine incident within the tunnel. In April 1927, the board had conducted their own tests with two lighted candles, and a cloud of smoke had filled the entire tube before the ventilation system was able to perform a full exhaust. The Chief Surgeon of the U.S. Board of Mines supported Singstad's position that the ventilation system could sufficiently filter

35260-570: The tiles are white, but there is a two-tile-high band of yellow-orange tiles at the bottom of each tube's walls, as well as two-tile-high band of blue tiles on the top. The northern tube, which carries westbound traffic, originates at Broome Street in Lower Manhattan between Varick and Hudson Streets . It continues to 14th Street east of Marin Boulevard in Jersey City . The southern tube, designed for eastbound traffic, originates at 12th Street east of Marin Boulevard, and surfaces at

35475-506: The tiles are white, but there is a two-tile-high band of yellow-orange tiles at the bottom of each tube's walls, as well as two-tile-high band of blue tiles on the top. The northern tube, which carries westbound traffic, originates at Broome Street in Lower Manhattan between Varick and Hudson Streets . It continues to 14th Street east of Marin Boulevard in Jersey City . The southern tube, designed for eastbound traffic, originates at 12th Street east of Marin Boulevard, and surfaces at

35690-399: The tube are 2 + 1 ⁄ 2 feet (0.76 m) thick. From Oakland, the approach extends from Sixth Street to Third Street along Harrison Street. The maximum grade within the Posey Tube is 4.59%. The Webster Street Tube was constructed west of and parallel to the Posey Tube to accommodate increased traffic between Oakland and Alameda and to address the deficiencies of the original design,

35905-479: The tube efficiently. In May 1920, the New Jersey Legislature voted to approve the start of construction, overriding a veto from the New Jersey governor. The same month, the New York governor signed a similar bill that had been passed in the New York legislature. The legislature of New Jersey approved a $ 5 million bond issue for the tunnel in December 1920. The first bid for constructing

36120-405: The tube efficiently. In May 1920, the New Jersey Legislature voted to approve the start of construction, overriding a veto from the New Jersey governor. The same month, the New York governor signed a similar bill that had been passed in the New York legislature. The legislature of New Jersey approved a $ 5 million bond issue for the tunnel in December 1920. The first bid for constructing

36335-664: The tube under the Oakland Estuary was granted in April 1923 and Alameda County voters approved a $ 5 million bond measure in May to build the tube. After the passage of the bond issue, test borings were taken in the Estuary, and bids were received for the work on March 23, 1925; the construction contract was awarded to the California Bridge and Tunnel Company (CB&TC) with a low bid of US$ 3,882,958 (equivalent to $ 67,460,000 in 2023), and excavation started from

36550-430: The tubes was advertised, and three firms responded. On March 29, 1922, the contract to dig the tubes was awarded to the lowest bidder, Booth & Flinn Ltd., for $ 19.3 million. The materials that were necessary to furnish the Hudson River Tunnel had already been purchased, so it was decided to start work immediately. Construction on the bores began two days later as workers broke ground for an air compressor to drive

36765-430: The tubes was advertised, and three firms responded. On March 29, 1922, the contract to dig the tubes was awarded to the lowest bidder, Booth & Flinn Ltd., for $ 19.3 million. The materials that were necessary to furnish the Hudson River Tunnel had already been purchased, so it was decided to start work immediately. Construction on the bores began two days later as workers broke ground for an air compressor to drive

36980-405: The tubes' air. To affirm the ventilation system's efficacy, in November 1927, the New York and New Jersey tunnel commissions burned a car within the tunnel; the ventilation system dissipated the fire within three and a half minutes. The governors of New York and New Jersey took ceremonial rides through the tunnel in August 1926, meeting at the tunnel's midpoint. The first unofficial drive through

37195-405: The tubes' air. To affirm the ventilation system's efficacy, in November 1927, the New York and New Jersey tunnel commissions burned a car within the tunnel; the ventilation system dissipated the fire within three and a half minutes. The governors of New York and New Jersey took ceremonial rides through the tunnel in August 1926, meeting at the tunnel's midpoint. The first unofficial drive through

37410-448: The tubes. The ceremony for the air compressor was held at the corner of Canal Street and West Side Highway on the Manhattan side. The workers who were performing the excavations, who were referred to as " sandhogs ", were to dig each pair of tubes from either bank of the Hudson River, so that the two sides would eventually connect somewhere underneath the riverbed. The tunnel was to be 9,250 feet (2,820 m) long between portals, and

37625-448: The tubes. The ceremony for the air compressor was held at the corner of Canal Street and West Side Highway on the Manhattan side. The workers who were performing the excavations, who were referred to as " sandhogs ", were to dig each pair of tubes from either bank of the Hudson River, so that the two sides would eventually connect somewhere underneath the riverbed. The tunnel was to be 9,250 feet (2,820 m) long between portals, and

37840-453: The tunnel portal. The original toll plaza had eight lanes; it was renovated in 1953–1954, and the current nine-lane tollbooth was constructed in 1988. Soon after construction of the tunnel, and amid rising vehicular traffic in the area, a railroad freight depot, St. John's Park Terminal , was abandoned and later demolished. The depot was located on the city block bounded by Laight, Varick , Beach, and Hudson Streets. The depot's site

38055-453: The tunnel portal. The original toll plaza had eight lanes; it was renovated in 1953–1954, and the current nine-lane tollbooth was constructed in 1988. Soon after construction of the tunnel, and amid rising vehicular traffic in the area, a railroad freight depot, St. John's Park Terminal , was abandoned and later demolished. The depot was located on the city block bounded by Laight, Varick , Beach, and Hudson Streets. The depot's site

38270-513: The tunnel through a series of airlocks, and could only remain inside of the tunnel for a designated time period. On exiting the tunnel, sandhogs had to undergo controlled decompression to avoid decompression sickness or "the bends", a condition in which nitrogen bubbles form in the blood from rapid decompression. The rate of decompression for sandhogs working on the Hudson River Tunnel was described as being "so small as to be negligible". Sandhogs underwent such decompressions 756,000 times throughout

38485-513: The tunnel through a series of airlocks, and could only remain inside of the tunnel for a designated time period. On exiting the tunnel, sandhogs had to undergo controlled decompression to avoid decompression sickness or "the bends", a condition in which nitrogen bubbles form in the blood from rapid decompression. The rate of decompression for sandhogs working on the Hudson River Tunnel was described as being "so small as to be negligible". Sandhogs underwent such decompressions 756,000 times throughout

38700-428: The tunnel to separate. The tunnel's opening ceremony was broadcast on local radio stations. Approximately 20,000 people walked the entire length of the Holland Tunnel before it was closed to pedestrians at 7 p.m. The Holland Tunnel officially opened to vehicular traffic at 12:01 a.m. on November 13, the next day; over a thousand vehicles had gathered on the New Jersey side, ready to pay a toll. The first car to pay

38915-428: The tunnel to separate. The tunnel's opening ceremony was broadcast on local radio stations. Approximately 20,000 people walked the entire length of the Holland Tunnel before it was closed to pedestrians at 7 p.m. The Holland Tunnel officially opened to vehicular traffic at 12:01 a.m. on November 13, the next day; over a thousand vehicles had gathered on the New Jersey side, ready to pay a toll. The first car to pay

39130-477: The tunnel would be finished within 36 months, by late 1926 or early 1927. Tunnel construction required the sandhogs to spend large amounts of time in the caisson under high pressure of up to 47.5 pounds per square inch (328 kPa), which was thought to be necessary to prevent river water from entering prior to completion of the tubes. The caissons were massive metal boxes with varying dimensions, but each contained 6-foot-thick (1.8 m) walls. Sandhogs entered

39345-477: The tunnel would be finished within 36 months, by late 1926 or early 1927. Tunnel construction required the sandhogs to spend large amounts of time in the caisson under high pressure of up to 47.5 pounds per square inch (328 kPa), which was thought to be necessary to prevent river water from entering prior to completion of the tubes. The caissons were massive metal boxes with varying dimensions, but each contained 6-foot-thick (1.8 m) walls. Sandhogs entered

39560-490: The tunnel's opening. The Holland Tunnel is operated by the Port Authority of New York and New Jersey . It consists of a pair of parallel tubes underneath the Hudson River . The tunnel was designed by Clifford Milburn Holland , the project's chief engineer, who died in October 1924, before it was completed. He was succeeded by Milton Harvey Freeman, who died less than a year after Holland did. Ole Singstad then oversaw

39775-435: The tunnel's opening. The Holland Tunnel is operated by the Port Authority of New York and New Jersey . It consists of a pair of parallel tubes underneath the Hudson River . The tunnel was designed by Clifford Milburn Holland , the project's chief engineer, who died in October 1924, before it was completed. He was succeeded by Milton Harvey Freeman, who died less than a year after Holland did. Ole Singstad then oversaw

39990-594: The tunnel's plazas. The Jersey City Chamber of Commerce wrote a letter that denounced this action, since the New Jersey Tunnel Commission's members on the Hudson River Tunnel Commission had not been notified of the groundbreaking until they read about it in the following day's newspapers. In mid-June, a state chancellor made permanent an injunction that banned Jersey City officials from trying to preclude construction on

40205-426: The tunnel's plazas. The Jersey City Chamber of Commerce wrote a letter that denounced this action, since the New Jersey Tunnel Commission's members on the Hudson River Tunnel Commission had not been notified of the groundbreaking until they read about it in the following day's newspapers. In mid-June, a state chancellor made permanent an injunction that banned Jersey City officials from trying to preclude construction on

40420-402: The tunnel. On the other hand, the tunnel could be adequately ventilated transversely if the compartment carrying the tube's roadway was placed in between two plenums . A lower plenum below the roadway floor could supply fresh air, and an upper plenum above the ceiling could exhaust fumes at regular intervals. Two thousand tests were performed with the ventilation system prototype. The system

40635-402: The tunnel. On the other hand, the tunnel could be adequately ventilated transversely if the compartment carrying the tube's roadway was placed in between two plenums . A lower plenum below the roadway floor could supply fresh air, and an upper plenum above the ceiling could exhaust fumes at regular intervals. Two thousand tests were performed with the ventilation system prototype. The system

40850-459: The two others are the Lincoln Tunnel and George Washington Bridge . Plans for a fixed vehicular crossing over the Hudson River were first devised in 1906. However, disagreements prolonged the planning process until 1919, when it was decided to build a tunnel under the river. Construction of the Holland Tunnel started in 1920, and it opened in 1927. At the time of its opening, it was the longest continuous underwater tunnel for vehicular traffic in

41065-459: The two-lane tube was considered inadequate shortly after completion; in a 1952 letter from Frank Osborne , mayor of Alameda, to Lloyd Harmon, mayor of Coronado , which was considering a similar tunnel to San Diego , Osborne stated "from the time it was completed the tube was never adequate for the purpose for which it was built ... I am firmly of the belief that the building of any underwater tube of less than four lanes—two in each direction—would be

41280-437: The world. The Holland Tunnel was the world's first mechanically ventilated tunnel. Its ventilation system was designed by Ole Singstad , who oversaw the tunnel's completion. Original names considered for the tunnel included Hudson River Vehicular Tunnel and Canal Street Tunnel, but it was ultimately named the Holland Tunnel in memory of Clifford Milburn Holland , its initial chief engineer who died suddenly in 1924 prior to

41495-410: Was able to make a test drive through the tunnel, noting that "there is no sudden pressure of wind upon the ear-drums" and that it would reduce the duration of crossing the Hudson River by between 15 and 22 minutes. Three hundred police officers were trained in advance of the Holland Tunnel's opening, and bus companies started receiving franchises to operate buses through the tunnel. The Holland Tunnel

41710-410: Was able to make a test drive through the tunnel, noting that "there is no sudden pressure of wind upon the ear-drums" and that it would reduce the duration of crossing the Hudson River by between 15 and 22 minutes. Three hundred police officers were trained in advance of the Holland Tunnel's opening, and bus companies started receiving franchises to operate buses through the tunnel. The Holland Tunnel

41925-516: Was added to the roadway to sink the segment into a dredged underwater trench. Once the joint to the prior segment had been sealed, the water ballast was pumped out and the process was repeated for the next segment. Including the approaches at each end, the Posey Tube is 4,436 feet (1,352 m) long; the tunnel portion itself is 3,545 feet (1,081 m) long. Each segment is 203 feet (62 m) long and 37 feet (11 m) in diameter, and weighs approximately 5,000 short tons (4,500 t). The walls of

42140-582: Was allocated to the completion of the Route 139 approach. The contracts for constructing the Holland Tunnel's ventilation systems were awarded in December 1925. Two months later, the New York-New Jersey Vehicular Tunnel Commission asked for $ 3.2 million more in funding. The tunnel was now expected to cost $ 46 million, an increase of $ 17 million over what was originally budgeted. The Holland Tunnel

42355-422: Was allocated to the completion of the Route 139 approach. The contracts for constructing the Holland Tunnel's ventilation systems were awarded in December 1925. Two months later, the New York-New Jersey Vehicular Tunnel Commission asked for $ 3.2 million more in funding. The tunnel was now expected to cost $ 46 million, an increase of $ 17 million over what was originally budgeted. The Holland Tunnel

42570-438: Was determined to be of sufficiently low cost, relative to the safety benefits, that it was ultimately integrated into the tunnel's design. By the time the tunnel was in service, the average carbon monoxide content in both tunnels was 0.69 parts per 10,000 parts of air. The highest recorded carbon monoxide level in the Holland Tunnel was 1.60 parts per 10,000, well below the permissible maximum of 4 parts per 10,000. The public and

42785-438: Was determined to be of sufficiently low cost, relative to the safety benefits, that it was ultimately integrated into the tunnel's design. By the time the tunnel was in service, the average carbon monoxide content in both tunnels was 0.69 parts per 10,000 parts of air. The highest recorded carbon monoxide level in the Holland Tunnel was 1.60 parts per 10,000, well below the permissible maximum of 4 parts per 10,000. The public and

43000-426: Was for a bi-level tube. A modification of Jacobs and Davies' 1913 plan, the Goethals proposal specified that each level would carry three lanes of traffic, and that traffic on each level would run in a different direction. Goethals stated that his plan would cost $ 12 million and could be completed in three years. Subsequently, John F. O'Rourke offered to build the tunnel for $ 11.5 million. Goethals cited

43215-426: Was for a bi-level tube. A modification of Jacobs and Davies' 1913 plan, the Goethals proposal specified that each level would carry three lanes of traffic, and that traffic on each level would run in a different direction. Goethals stated that his plan would cost $ 12 million and could be completed in three years. Subsequently, John F. O'Rourke offered to build the tunnel for $ 11.5 million. Goethals cited

43430-566: Was nearly complete: in March 1926, Singstad stated that the tunnel was expected to be opened by the following February. By May 1926, the tubes had been almost completely furnished: the polished-white tile walls were in place, as were the bright lighting systems and the Belgian-block-and-concrete road surfaces. The north tube's tiles were sourced locally by the Sonzogni Brothers of Union City, New Jersey , while

43645-418: Was nearly complete: in March 1926, Singstad stated that the tunnel was expected to be opened by the following February. By May 1926, the tubes had been almost completely furnished: the polished-white tile walls were in place, as were the bright lighting systems and the Belgian-block-and-concrete road surfaces. The north tube's tiles were sourced locally by the Sonzogni Brothers of Union City, New Jersey , while

43860-538: Was officially opened at 4:55 p.m. EST on November 12, 1927. President Coolidge ceremonially opened the tunnel from his yacht by turning the same key that had opened the Panama Canal in 1915. Time magazine reported that Coolidge had used "the golden lever of the Presidential telegraphic instrument." It rang a giant brass bell at the tunnel's entrances that triggered American flags on both sides of

44075-417: Was officially opened at 4:55 p.m. EST on November 12, 1927. President Coolidge ceremonially opened the tunnel from his yacht by turning the same key that had opened the Panama Canal in 1915. Time magazine reported that Coolidge had used "the golden lever of the Presidential telegraphic instrument." It rang a giant brass bell at the tunnel's entrances that triggered American flags on both sides of

44290-401: Was replaced with asphalt in 1955. Each tube contains a catwalk on its left (inner) side, raised 4 feet (1.2 m) above the roadway. Five emergency-exit cross-passages connect the two tubes' inner catwalks. When the Holland Tunnel opened, the catwalk was equipped with police booths and a telephone system, stationed at intervals of 250 feet (76 m). The volume of traffic going through

44505-401: Was replaced with asphalt in 1955. Each tube contains a catwalk on its left (inner) side, raised 4 feet (1.2 m) above the roadway. Five emergency-exit cross-passages connect the two tubes' inner catwalks. When the Holland Tunnel opened, the catwalk was equipped with police booths and a telephone system, stationed at intervals of 250 feet (76 m). The volume of traffic going through

44720-419: Was soon held up due to concerns over its ventilation system. There was also a dispute over whether the New York City government should pay for street-widening projects on the New Jersey side. Further delays arose when the New York and New Jersey tunnel commissions could not agree over which agency would award the contract to build the construction and ventilation shafts. The most significant design aspect of

44935-419: Was soon held up due to concerns over its ventilation system. There was also a dispute over whether the New York City government should pay for street-widening projects on the New Jersey side. Further delays arose when the New York and New Jersey tunnel commissions could not agree over which agency would award the contract to build the construction and ventilation shafts. The most significant design aspect of

45150-529: Was subsequently floated by barge up the Delta and reassembled as part of the new American River Bridge, later known as the Jibboom Street Bridge . Preliminary plans for a tube had been explored as early as 1903, but detailed studies were not prepared until 1922. However, the entry of the United States into World War I delayed the plans for a new connection between Oakland and Alameda. A permit for

45365-405: Was the world's first mechanically ventilated tunnel. Its ventilation system was designed by Ole Singstad , who oversaw the tunnel's completion. Original names considered for the tunnel included Hudson River Vehicular Tunnel and Canal Street Tunnel, but it was ultimately named the Holland Tunnel in memory of Clifford Milburn Holland , its initial chief engineer who died suddenly in 1924 prior to

45580-400: Was used as a storage yard until the 1960s when it became a circular roadway for traffic exiting the eastbound tube in Manhattan . The original structure had four exits, but the plaza was renovated in the early 2000s with landscaping by Studio V Architecture and Ives Architecture Studio. A fifth exit was added in 2004. Originally used as the toll plazas for New Jersey-bound traffic,

45795-400: Was used as a storage yard until the 1960s when it became a circular roadway for traffic exiting the eastbound tube in Manhattan . The original structure had four exits, but the plaza was renovated in the early 2000s with landscaping by Studio V Architecture and Ives Architecture Studio. A fifth exit was added in 2004. Originally used as the toll plazas for New Jersey-bound traffic,

46010-492: Was voted down by the Interstate Commerce Committee before it could be presented to the full Senate. The original plans for the Hudson River tunnel were for twin two-lane tubes, with each tube carrying traffic in a single direction. A request for proposals for the tunnel was announced in 1918, and eleven such requests were considered. One of these proposals, authored by engineer George Goethals ,

46225-409: Was voted down by the Interstate Commerce Committee before it could be presented to the full Senate. The original plans for the Hudson River tunnel were for twin two-lane tubes, with each tube carrying traffic in a single direction. A request for proposals for the tunnel was announced in 1918, and eleven such requests were considered. One of these proposals, authored by engineer George Goethals ,

#563436