Lincoln Tunnel - wikipedia Lincoln Tunnel Lincoln Tunnel New Jersey entrance to Lincoln Tunnel Overview Location Weehawken, New Jersey to Midtown Manhattan, New York City, US 40 ° 45 ′ 45 '' N 74 ° 00 ′ 40 '' W ﻿ / ﻿ 40.7625 ° N 74.0111 ° W ﻿ / 40.7625 ; - 74.0111 Status Open Route Route 495 ( NJ side ) NY 495 ( NY side ; disputed ) Crosses Hudson River Start Weehawken, New Jersey End Manhattan, New York Operation Constructed March 1934 -- December 1937 ( center tube ) 1937 -- 1938, 1941 -- 1945 ( north tube ) 1954 -- 1957 ( south tube ) Opened December 22, 1937 ; 80 years ago ( 1937 - 12 - 22 ) ( Center tube ) February 1, 1945 ; 73 years ago ( 1945 - 02 - 01 ) ( North tube ) May 25, 1957 ; 61 years ago ( 1957 - 05 - 25 ) ( South tube ) Owner Port Authority of New York and New Jersey Operator Port Authority of New York and New Jersey Traffic Automotive Character Limited - access Toll ( eastbound only ) As of December 6, 2015 : Cars $15.00 for cash $12.50 for Peak ( E-ZPass ) $10.50 for Off - peak ( E-ZPass ) $6.50 ( when carpooling with 3 people or more with NY and NJ E-ZPass only ) These toll rates : view talk edit Vehicles per day 112,995 ( 2016 ) Technical Length 7,482 ft ( 2,281 m ) ( north ) 8,216 ft ( 2,504 m ) ( center ) 8,006 ft ( 2,440 m ) ( south ) No. of lanes 6 Operating speed 35 miles per hour ( 56 km / h ) Lowest elevation − 97 feet ( − 30 m ) Tunnel clearance 13 feet ( 4.0 m ) Width 21.5 feet ( 6.6 m ) The Lincoln Tunnel is an approximately 1.5 - mile - long ( 2.4 km ) tunnel under the Hudson River, consisting of three vehicular tubes. It connects Weehawken, New Jersey, on the west bank of the Hudson River, with Midtown Manhattan in New York City on the eastern bank. An important travel corridor within the New York metropolitan area, it was designed by Norwegian - born civil engineer Ole Singstad and named after U.S. President Abraham Lincoln. The Lincoln Tunnel was originally proposed in the late 1920s and early 1930s as the Midtown Hudson Tunnel. The tubes of the Lincoln Tunnel were constructed in stages between 1934 and 1957, having been delayed due to various reasons. The central tube, which originally lacked sufficient funding due to the Great Depression, started construction in 1934 and opened in 1937. The northern tube, which started construction in 1936, was delayed due to World War II - related material shortages and was opened in 1945. Although the original plans for the Lincoln Tunnel called for two tubes, a third tube to the south of the existing tunnels was planned in 1950 due to high traffic demand on the other two tubes. Due to disputes over tunnel approaches, construction on the third tube did not start until 1954, and the third tube opened in 1957. The Lincoln Tunnel underwent a series of gradual improvements in following decades, including changes to security and tolling methods. The Lincoln Tunnel is one of two automobile tunnels built under the Hudson River, the other being the Holland Tunnel between Jersey City, New Jersey and Lower Manhattan. The Lincoln Tunnel is also one of six tolled crossings in the New York area owned by the Port Authority of New York and New Jersey. The tolls on each crossing are only collected in the eastbound direction. As of 2016, both directions of the tunnel carry a combined average of 112,995 vehicular crossings every day. The tunnel is part of New Jersey Route 495 on the western half of the river, and the New York State Route 495 on the eastern half of the river, although the latter designation is not signed, and its use is inconsistent in official documents. Contents 1 Description 1.1 New Jersey approach 1.2 Manhattan approaches 1.3 Exclusive bus lane 2 History 2.1 Planning 2.2 First tube 2.2. 1 Early progress 2.2. 2 Nearing completion 2.2. 3 Opening and early years 2.3 Construction of second tube 2.4 Operation of two tubes 2.5 Third tube 2.5. 1 Planning and controversy 2.5. 2 Construction 2.6 Later years 2.7 Crime and terrorism 3 Route numbering 4 Tolls 5 See also 6 References 7 External links Description The three tubes, operated by the Port Authority of New York and New Jersey ( formerly Port of New York Authority ), comprise six traffic lanes in total and carry a combined total of almost 113,000 vehicles per day as of 2016. In 2017, there were 19,039,210 tolls collected in the eastbound direction. Although the center tube normally provides one travel lane in each direction, both of the travel lanes in the tunnel 's center tube are reversible and can be configured for peak - hour traffic demand if needed. The northern and southern tubes respectively carry westbound and eastbound traffic exclusively. Normally, only motor traffic uses the tunnel, but every year, a few bicycle tours and foot races pass through by special arrangement. Although the three portals are side by side in New Jersey, the north tube portal is one block west of the other two tubes ' portals in New York City. The north tube 's eastern portal is near Eleventh Avenue between 38th and 39th Streets, while the center and south tubes emerge side by side at Tenth Avenue between 38th and 39th Streets. As a result, the three tunnels are of different lengths. The longest tube is the 8,216 - foot ( 2,504 - meter ) center tube, which runs parallel to the 8,006 - foot ( 2,440 - meter ) southern tube. The northern tube is 7,482 feet ( 2,281 meters ) long, and this difference arises because the location of its portal in Manhattan is located a block west of the other two tunnels ' portals. New Jersey approach View of the Helix from the east. The highway descends from the top of the ledge ( at right, not visible ) to the tunnel 's toll plaza ( background ) The main approach road on the New Jersey side is New Jersey Route 495 ( NJ 495 ), a state highway running in a west - east direction within an open cut through Union City. The New Jersey approach roadway, locally known as the `` Helix '' and formerly as the `` Corkscrew '', turns in a three - quarters circle before arriving at the tollbooths in front of the tunnel portals. This is because of the steep King 's Bluff ledge in Union City, which is located right above the tunnel portal. The helix roadway descends over a distance of 4,000 feet ( 1,200 m ). NJ 495 approaches the Helix from the west, crossing over John F. Kennedy Boulevard East. To the east of the JFK Boulevard East overpass, the roadway of NJ 495 curves to the south and starts its descent. At this point, the westbound direction has a northbound ramp that diverges to two streets : northbound JFK Boulevard East, and northbound Park Avenue. Both directions of NJ 495 continue south onto a rock shelf and then onto a viaduct, which descends before turning west and then north. While it curves west, the helix crosses JFK Boulevard East again, this time in an east - to - west direction. As the viaduct turns north, Park Avenue begins to follow the viaduct along its west side. The two directions split, and the ramp from the center tube to southbound Park Avenue rise between the two directions of traffic. The ramp from northbound Park Avenue to the eastbound tunnel merges to the outside ( east ) of the viaduct, while the ramp from the westbound tunnel to southbound Park Avenue dips into a short tunnel underneath the avenue. The avenue itself ascends King 's Bluff in a relatively straight line from south to north. As Park Avenue continues to ascend the ledge, the viaduct descends to ground level, where there is a tollbooth for eastbound traffic. There are no tolls for westbound traffic. Just north of the tollbooth, the highway lanes split into the portals for the three tubes, which are ornamented with stone. The tubes then curve east and cross under the Hudson River. This tollbooth has 13 toll lanes. As of 2015, the Port Authority considered the Helix to have a working lifespan of ten years. Alternatives to its replacement included tunnels under the Palisades directly to the Lincoln Tunnel portals. In June 2018, the New Jersey Department of Transportation, which maintains NJ 495, announced that it would renovate the structure of the Helix over the course of more than two years. According to the American Highway Users Alliance, the Helix is considered one of the most congested corridors in the east coast of the United States : as of 2018, drivers spent a cumulative 3.4 million hours per year sitting in congestion at the Helix. An administration building is also located on the New Jersey side. The administration building is located along Boulevard East, running along the east side of the toll plaza. Manhattan approaches Main article : Lincoln Tunnel Expressway Manhattan portals of the south and center tubes Northbound approach to the tunnel at 36th Street and Dyer Avenue Traffic exiting the Lincoln Tunnel in Manhattan typically uses either Dyer Avenue or the Lincoln Tunnel Expressway. Dyer Avenue runs in between Ninth and Tenth Avenues and exists in three segments : 30th -- 31st Streets, 34th -- 36th Streets, and 40th -- 42nd Streets. The Lincoln Tunnel Expressway, a bidirectional divided highway that passes below street level, connects the southernmost section of Dyer Avenue with the Lincoln Tunnel. The primary entrance roadways for the Lincoln Tunnel are Galvin Avenue, as well as the Lincoln Tunnel Expressway and the southern two sections of Dyer Avenue. Galvin Avenue runs in between to Tenth and Eleventh Avenues and carries traffic southbound from 42nd to 40th Streets. The southernmost tube, which carries eastbound traffic to New York, surfaces just northeast of the intersection of 38th Street and Tenth Avenue. It leads directly to both the northern and southern legs of Dyer Avenue. The northern leg leads to 40th through 42nd Streets and carries northbound traffic only, while the southern leg leads to 36th through 34th Streets and carries both directions of traffic between these streets. At 36th Street, an exit ramp from the southbound Dyer Avenue leads to the Lincoln Tunnel Expressway, which continues to 31st Street ( for westbound traffic ) and 30th Street ( for eastbound traffic ). The surface section of Dyer Avenue continues to 35th Street, where westbound traffic can turn right, and then to 34th Street, where traffic can turn either left or right for eastbound and westbound traffic, respectively. The center tube, which is reversible, ascends to ground level just southeast of 39th Street and Tenth Avenue, parallel to the southernmost tube. The tube funnels directly into the southbound Lincoln Tunnel Expressway, while an exit ramp leads to both legs of Dyer Avenue. A ramp from the northbound expressway also leads to the center tube. The northern tube, carrying westbound traffic to New Jersey, is fed from four ramps. The first ramp originates from the intersection of 30th Street and Dyer Avenue, and leads to the northbound Lincoln Tunnel Expressway. This ramp carries traffic from both northbound Tenth Avenue and southbound Ninth Avenue. The second ramp diverges from eastbound 33rd Street and merges directly into the northbound expressway. The third ramp leads from the segment of Dyer Avenue that runs between 34th Street and 36th Street. This ramp carries traffic only from westbound 34th Street, but also contains interchanges with westbound 35th Street and both directions of 36th Street. The third ramp then merges with the expressway, which descends into a short tunnel until 10th Avenue and 40th Street. At this point, the highway surfaces and there is an option to exit on the left, to westbound 39th Street. This is marked as the last exit in New York. The fourth ramp merges with highway traffic at this point, carrying traffic from the intersection of 40th Street and Galvin Avenue. Traffic traveling eastbound on 40th Street is forced to enter this ramp, while westbound traffic on 40th Street and southbound traffic on Galvin Avenue have the option to either enter the ramp or continue on 40th Street. After the fourth ramp merges into the westbound expressway, the roadway dips into the northern tube just east of Eleventh Avenue. Exclusive Bus lane Lincoln Tunnel Helix during AM rush hour with buses using a normally west bound lane to approach tunnel toll plaza During the morning rush hour, one traffic lane in the center tube, the Lincoln Tunnel Exclusive Bus Lane ( XBL ), is used only by buses. It is fed by the New Jersey Turnpike at Exits 16E and 17, and New Jersey Route 3. The XBL is by far the busiest and most productive bus lane in the United States. The lane operates weekday mornings from 6 : 00 to 10 : 00 AM, accommodating approximately 1,700 buses and 62,000 commuters, most of whom continue to the Port Authority Bus Terminal. The ridership on the buses using the XBL is higher than that on NJ Transit 's commuter rail into Penn Station. Over 100 bus carriers utilize the Exclusive Bus Lane. New Jersey Transit operates fifty - seven interstate bus routes through the Lincoln Tunnel, as do numerous regional and long distance companies. The XBL was first proposed in 1964, when studies were conducted to address the feasibility of such a bus lane during the weekday morning peak period. The XBL was approved on a trial basis in September 1970, since buses from New Jersey would be stuck in the heavy congestion within the tunnel approaches. This bus lane was implemented in December of the same year, exclusively carrying buses during morning rush hours. Due to the success of the bus lane, it was made permanent after the year - long trial ended. History Planning The idea for a three - tube vehicular tunnel under the Hudson River, connecting Weehawken, New Jersey, with the West Side of Manhattan, New York, was first proposed by Darwin R. James in 1923. The tube 's Manhattan entrance could be built at any point between 23rd and 42nd Streets, while the New Jersey entrance would be located directly across the river in either Hoboken or Weehawken. According to the New Jersey Chamber of Commerce, James 's company had enough resources to commence construction. The first trans - Hudson vehicular tunnel, the Holland Tunnel downstream connecting Jersey City, New Jersey, with Lower Manhattan, was under construction at the time. Upon the Holland Tunnel 's opening in 1927 it was popular among motorists, leading to the proposal for the Weehawken -- Manhattan tunnel in early 1928. The Weehawken -- Manhattan tunnel, along with the Triborough Tunnel linking the East Side of Manhattan with the New York City borough of Queens, would help facilitate traffic to and from Midtown Manhattan. It was proposed that the two tunnels would eventually form a direct route from New Jersey to eastern Long Island via Manhattan and Queens. Another person proposed linking New Jersey and Queens directly via one continuous tunnel. By the end of 1928, both New York and New Jersey had elected new governors, Franklin D. Roosevelt of New York and Morgan F. Larson of New Jersey, and both supported the construction of new transportation links. General George R. Dyer, the chairman of New York 's Bridge and Tunnel Commission, and Theodore Boettger, the chairman of the New Jersey 's Interstate Bridge and Tunnel Commission jointly co-signed letters to each state 's governor. After the Manhattan - Queens tunnel was formally recommended by the New York City Board of Estimate in June 1929, the heads of each state 's respective bridge and tunnel Commissions reiterated their proposal to extend the Manhattan - Queens tunnel to New Jersey. The New York State Legislature considered two proposals for the Weehawken -- Manhattan tunnel in January 1930. Although both would connect Weehawken to 38th Street in Manhattan, one proposal called for the Port Authority to build and operate the tunnel, while the other would entail operations by the `` Joint Tunnel Committee '', composed of the bridge and tunnel commissions of both states. Later that month, the New Jersey State Legislature created a committee that, among other things, would confer with New York officials regarding the plans for the Weehawken -- Manhattan tunnel. In February, New Jersey Governor Larson and New York Lieutenant Governor Herbert H. Lehman agreed to send bills to their respective state legislatures, which would authorize the construction of the tunnel. Wikimedia © OpenStreetMap Course of the Lincoln Tunnel under the Hudson River Although the two states had agreed to build the Weehawken -- Manhattan tunnel, there were disagreements on who would fund and construct the tunnels. The Port Authority and the two states ' tunnel commissions both wanted to build the tunnel, but the Port Authority believed the tunnel would cost $95.5 million while the two states ' tunnel commissions thought the tunnel would only be $66.9 million. Ole Singstad, chief engineer for both states ' tunnel commissions, believed the distance between the two existing Hudson River vehicular crossings, the Holland Tunnel and George Washington Bridge, was large enough that the Weehawken -- Manhattan tunnel would carry 10 million vehicles in its first year. By contrast, the Port Authority believed that the tunnel would only carry 7 million vehicles in its first year. Another funding issue arose after the Wall Street Crash of 1929, which caused several potential funding sources to be depleted. The jurisdictional disagreement held up financing for the tunnel, but only briefly. In April 1930, the two states ' tunnel commissions agreed to merge with the Port of New York Authority. The combined agency, a reorganized Port Authority, would build and operate the Weehawken -- Manhattan tunnel. Six Port Authority board members were appointed by New Jersey Governor Larson as part of this merger. The agency would be headed by chairman John F. Galvin and vice chairman Frank C. Ferguson. In June 1930, the Port Authority announced that the tunnel would be called `` Midtown Hudson Tunnel ''. The same month, the agency began conducting a study of traffic patterns around the proposed tunnel 's portals. By December of the same year, officials from both states were discussing preliminary plans for the tunnel. At the time, it was expected to begin construction the next year with an opening of 1938, and it was projected to cost $95 million, with both states paying a share of the tunnel 's cost. In January 1931, the Port Authority decided that the Midtown Hudson Tunnel 's construction was feasible. It recommended that the tunnel be constructed immediately so that the tube could begin carrying traffic in 1937. The $95 million cost was proposed to be offset by the 12.5 million vehicles that would use the tunnel in its first year. The preliminary plans included a `` mixing plaza '', where traffic to and from the Midtown Hudson and Queens - Midtown Tunnels would either enter the tunnels, exit into local traffic, or continue through the other tunnel. The start of construction was delayed due to the onset of the Great Depression, a result of the 1929 stock market crash. The Port Authority could not market enough of its bonds at the ​ 4 ⁄ % interest rate that it had decided on. The Port Authority applied to the federal Reconstruction Finance Corporation ( RFC ) for funds, but the RFC wanted the Port Authority to market these bonds at a 5 % rate, which the Port Authority felt was too high. The Port Authority wanted to be able to market the bonds at a ​ 4 ⁄ % rate, and so it would wait until such a rate was feasible. Despite a lack of funds for the Midtown Hudson Tunnel itself, the Port Authority was buying real estate within the tunnel 's right of way, and by April 1932, had purchased much of the real estate within the tunnel 's future path. In February 1933, Herbert Lehman, now the Governor of New York, announced that his Emergency Public Works Commission would seek a $75 million loan for the Midtown Hudson Tunnel from the RFC. In March, after nearly a year of negotiations, the RFC announced a tentative agreement to market these bonds at a ​ 4 ⁄ % rate. The Federal Emergency Administration of Public Works ( later the Public Works Administration, or PWA ) advanced the Midtown Hudson Tunnel project a $37.5 million loan that August. The Port Authority accepted the loan, with the intent to start construction within two months. The loan would be repaid at a relatively low interest rate of 4 %, although Galvin stated that this loan would only be sufficient to pay for one of the two tubes that were planned. At the time, the final properties in the tunnel 's right - of - way had not yet been purchased. Plans for the New Jersey approach were filed in September 1933. Initially, the approach would curve south to Bergenline Avenue in Union City, and in future phases, the approach would be extended across The Palisades to North Bergen. On the Manhattan side, the tube approach would rise to ground level at around 39th Street east of Tenth Avenue. Between Ninth and Tenth Avenues, the approach would then split in two directions with one roadway going south to 34th Street and the other going north to 42nd Street. The United States Department of War held a hearing about the proposed tunnel, in which it received only two complaints, both from shipping lines that were concerned about the Port Authority 's intention to use `` blankets '' to cover the tubes. The blankets were to located 40 feet ( 12 m ) below mean water level, about the same depth as the bottoms of the shipping companies ' vessels. The Department of War gave permission for the Midtown Hudson Tunnel 's construction in October 1933, noting that the top of the new tunnel would be at least 60 feet ( 18 m ) below mean water level, which would allow the Hudson River to be dredged to a lower depth if necessary. Preliminary borings were drilled in the bottom of the riverbed so builders could determine the geology of the tunnel 's route. First tube Early progress In November 1933, the Port Authority announced that it had picked the chief engineers for the Midtown Hudson Tunnel. These officials included O.H. Ammann as the Chief Engineer ; Ole Singstad, the New York and New Jersey Tunnel Commissions ' former chief engineer, as the Chief Tunnel Consulting Engineer ; Ralph Smillie, the Triborough Bridge and Tunnel Authority chief engineer, as Design Engineer ; Robert Ridgway and James Forgie as tunnel consultants ; Charles S. Gleim as Engineer of Construction ; and Port Authority Commissioner Alexander J. Shamberg as chief of the division that would oversee construction. The Port Authority 's former chairman, John Galvin, would be retained as a consultant. The construction work itself would be supervised by George Breck Montgomery, who had served in the same position for the Holland Tunnel 's construction. The tube would stretch 6,000 feet ( 1,800 m ) from the New Jersey side 's ventilation shaft to the New York side 's construction shaft, but the total length between portals would be 8,218 feet ( 2,505 m ). It was slated to have a diameter of 31 feet ( 9.4 m ) carrying a 21 - foot - wide ( 6.4 m ) roadway, with a cast - iron and steel outer lining and a concrete inner lining. This contract would also include the construction of ventilation shafts on each side, as well as 60 feet ( 18 m ) of additional tunnel on the New Jersey side. The tube was to be bored using the shield - tunneling method, and shields would proceed from both sides at the same time. The shield on the New York side would pass through a caisson, which allowed air pressure in the tunnel to be maintained while the tube was being bored. Tunneling work would start on the New York side first because a construction shaft had already been sunk to the west of Eleventh Avenue, while the New Jersey shaft would be sunk later. Thirty - two ventilation buildings would be constructed, of which 15 would pull air into the tunnel, and 17 would exhaust air from the tunnel. The Port Authority received five bids for the construction of the Midtown Hudson Tunnel. Construction began on the first tube, now the center of the three tubes, on May 18, 1934, with ceremonies on both sides. Officials from the federal, state, and city levels were in attendance at the ceremony on the New York side, where New York City Mayor Fiorello H. La Guardia and New Jersey Governor A. Harry Moore wielded picks to dig up the ceremonial first mound of dirt. The 700 - ton cubical caisson for the New York side was floated into place and sunk into the riverbed in July. Even though the caisson had been manufactured in nearby Kearny, New Jersey, it had taken two days to be floated to Manhattan because the caisson was so large. Also in July, issues arose when the City of Weehawken refused to let the Port Authority conduct blasting for the New Jersey ventilation shaft for more than 12 hours a day. The Port Authority warned that this could delay construction. Another disagreement concerned the hiring of unskilled laborers to work on the Midtown Hudson Tunnel construction project. Unionized skilled laborers, who feared that their specialized jobs were being given to unskilled laborers, briefly threatened to strike over `` unfair labor practices '', as the author Angus Gillespie states in his book Crossing Under the Hudson. After twenty days, officials guaranteed that skilled jobs would be awarded only to skilled laborers, and work resumed. Construction progress, 1936 Meanwhile, the Port Authority still had not acquired and cleared all of the land in the way of the Midtown Hudson Tunnel 's approaches. Construction of the approaches on the New York side necessitated the demolition of 91 buildings, mainly tenements, between Ninth and Tenth Avenues from 34th to 42nd Street. These buildings, located in the neighborhood of Hell 's Kitchen, were seen as either being already dilapidated, or nearing such a condition. The demolition process was inadvertently aided by a fire that burned down one of the condemned buildings in October 1934. Bidding for the New York approach was opened in June 1935, by which point the demolition of the 91 buildings was well underway. On the New Jersey side, there were disagreements over how to construct the approach, since Weehawken had been built on a sharp ledge called King 's Bluff. In July 1935, after discussing 75 proposals for two and a half years, the Weehawken town council voted to approve a distinctive `` loop '' approach. At the western end of the Midtown Hudson Tunnel in New Jersey, the tube would curve south and then end at a portal, where there would be a toll plaza. A road would diverge to the east, then quickly turn north and then west while ascending the ledge. This loop would lead from Hudson Boulevard East at the bottom of King 's Bluff to Pleasant Avenue at the top. Sandhogs, specialized construction workers, proceeded to dig the Midtown Hudson Tunnel from both ends, boring a tube that measured 32 feet in diameter and 8,000 feet between ventilation shafts. It was generally easier to dig from the New Jersey side, which consisted mostly of muddy sediment, than from the New York side, which contained many tons of rocks. Compressed air was used to prevent river water from flooding the tunnel, and a temporary bulkhead was built a few yards past the construction shaft, through which air was pumped. The tunneling shields continued digging past the bulkhead, within the pressurized chamber. An airlock was provided in order to prevent workers from undergoing sudden depressurization. Each sandhog worked two 3 - hour - long shifts per day, punctuated by a break of three hours. After a section of the bore was completed, the sandhogs assembled segments of 14 curved metal pieces into rings that measured 31 feet in diameter and weighed 20 tons. During the process of construction, 145,000 cubic yards ( 111,000 m ) of sediment and earth and 28,000 cubic yards ( 21,000 m ) of rocky dirt were displaced, and 2,370 metal rings were installed. The reporter L.H. Robbins wrote a descriptive account of the construction work, comparing the tunnel shield to a `` Steel Hercules '', calling the sandhogs `` ox - strong, rough - clad '', and describing the tunnel itself as being like `` a bit of the realm of Tartarus ''. The Midtown Hudson Tunnel 's vehicular tube was being excavated from both ends, but the teams on the New Jersey side worked faster because the ground there was softer. As a result, most of the work had been undertaken by the teams working from the New Jersey side, and the two ends of the tube were ultimately connected at the caisson on the New York side. The tunneling work posed some danger : three workers were killed in tunneling incidents during the first year of construction, and a dynamite accident in April 1935 killed three more sandhogs. The sandhogs dug at an average rate of 25 feet ( 7.6 m ) per day, and by May 1935, workers from the New Jersey side had dug past the state border. By June, half of the tunnel had been excavated. During one week that month, sandhogs dug 250 feet of tunnel, which the Port Authority proclaimed was world record in tunnel - digging. The two parts of the tube were connected in a ceremony in August 1935, four months ahead of schedule. The method of financing the Midtown Hudson Tunnel was revised in late 1935. Originally, the Port Authority had advertised $34.3 million in bonds at a 4 % interest rate, with the first issue of bonds set to mature in 1975. In November, the PWA announced that it would change the $37.5 million loan to a $4.78 million grant once the Port Authority had sold the PWA $22.3 million in bonds. The rest of the outstanding balance, approximately $10.4 million, was to be raised privately, and the Port Authority would have raised $32.7 million in bonds by the time the grant was awarded. The next month, the Port Authority awarded a $16.5 million bond issue at ​ 3 ⁄ % interest rate. The PWA advanced the grant to the Port Authority in January 1936. In December 1935, the Port Authority advertised bids for the Weehawken entrance plaza. The plaza consisted of the loop approach ; garages for maintenance buildings ; a tollbooth ; a 145 - foot ( 44 m ) steel, brick, and sandstone ventilation building above the tunnel ; a section of tube connecting the plaza to the existing underwater segment ; and space for a second tunnel portal to the north of the first portal. By this time, the Midtown Hudson Tunnel project was one - third completed. The part of the tube that connected to the entrance plaza was holed - through in September of the same year. New Jersey civic groups stated that they needed to raise another $9 million in bond funds, since the construction of the proposed entrance plaza in Weehawken would bring the project 's cost to $46.5 million. This cost would be composed of $42 million raised in bonds plus the $4.78 million PWA grant. That November, the Port Authority 's commissioners authorized the agency to seek an additional $9 million in funds from the PWA. Simultaneously, work began on retrofitting the tunnel for vehicular use, so it could be in operation by the time the 1939 New York World 's Fair started. The retrofits consisted of installing ceiling panels with exhaust pipes ; a roadway with air ducts ; and straight retaining walls with ceramic tiles, metal police booths, and a catwalk for maintenance and emergency uses. Workers installed 800,000 glass tiles, each 6 inches ( 15 cm ) square, along the ceiling of the tube, comprising what The New York Times described as `` the largest glass ceiling in the world ''. After an unexpected gasoline leak from gas stations near the Midtown Hudson Tunnel, workers installed fireproof copper sheeting within the tunnel. By that October, most of the tube - retrofitting work had been completed, and the Midtown Hudson Tunnel was scheduled to open in fall 1937, several months ahead of schedule. The only major parts of the tunnel that had not been completed were the approaches on either side, but these were progressing quickly as well, as the New York approach plaza was already being excavated. Nearing completion By April 1937, the Midtown Hudson Tunnel was 75 % completed, and its opening was projected for the next year. As the tunnel could be confused with the Queens -- Midtown Tunnel on the other side of Manhattan, the Port Authority decided to rename the project that month. According to Gillespie, the Midtown Hudson Tunnel was renamed after U.S. President Abraham Lincoln because the Port Authority believed that the tunnel was `` parallel to the importance of the George Washington Bridge '', which had been named after the first U.S. President. Several other names had been considered and rejected. At the same time, the two under - construction approaches on the New York side were named after Port Authority chairmen who had been important figures in the Lincoln Tunnel 's construction. Galvin Avenue, which would connect the tunnel north to 42nd Street, was named after John F. Galvin. Dyer Avenue, which would lead south to 34th Street, was named for General George R. Dyer, who had died by that point. A contract for the Weehawken approach, the first part of a future `` express highway '' to the tunnel ( now New Jersey Route 495 ), was awarded in July 1937. By October of the same year, the Lincoln Tunnel 's first tube was very close to completion, and an inspection ceremony was held for New York and New Jersey politicians. The tube 's opening was pushed forward several weeks from spring 1938 to late 1937. It was estimated that the construction of the Lincoln Tunnel had directly employed 2,800 workers at its peak, working a combined 6.3 million hours, and that workers across 40 states had worked for a combined 15 million hours to produce materials for the construction effort. Opening and early years View from inside the tunnel The first tube was formally dedicated on December 21, 1937. The opening ceremony was accompanied by a military parade on the New Jersey side, as well as the detonation of a series of aerial bombs launched from military ships. It was also marked by separate speeches from New York City Mayor La Guardia and the governors of New York and New Jersey. The first vehicles began passing through the tube at 4 : 00 AM the next day. The sculptor Julio Kilenyi created a commemorative medal for the tunnel 's opening ceremony, having created similar medals for the opening of the Holland Tunnel and George Washington Bridge. The newly opened tube carried traffic in both directions. Passenger cars traveling in either direction were charged 50 cents for single trips, the same as on the Holland Tunnel, the George Washington Bridge, and the three bridges between Staten Island and New Jersey. If passenger - car drivers were traveling to or from Staten Island within the same trip, they paid 75 cents. Different toll rates applied to tractor - trailers, who paid $2, and motorcycles, who paid 25 cents. Pedestrians, animals, and bicyclists were prohibited from using the tunnel. Due to the limited capacity of the new tube, heavy trucks were temporarily banned, and a minimum speed limit of 20 miles per hour ( 32 km / h ) was imposed until a second tube could be completed. Two gasoline - electric tow trucks, dubbed as the largest of their kind, were delivered to the Lincoln Tunnel in case a vehicle broke down. Two hundred staff were hired to oversee day - to - day operations of the tunnel, working at an administration building on the New Jersey side. Two telephone systems were also installed within the tunnel, one for communicating with workers in the administration building and the other for contacting emergency services. The tube was used by 3,700 vehicles within the first 12 hours of its opening, and by 7,661 vehicles within the first 24 hours. The Port Authority devised a slogan to encourage motorists to use the tunnel, advertising it as `` the Direct Way to Times Square '' and erecting road signs to that effect. Daily traffic counts decreased with the first month of the tube 's opening, since the opening ceremony had coincided with the holiday travel season at the end of December 1937. In any case, the Lincoln Tunnel had carried less than 10,000 daily vehicles during the December holiday season, compared to the Holland Tunnel 's 40,000 daily vehicles, since the Holland Tunnel contained two 2 - lane tubes. The Port Authority marketed the new tunnel with the slogan `` Do n't Mark Time, Make Time, Use the Lincoln Tunnel '', which was selected from a set of 3,500 Port Authority employees ' proposals. The Lincoln Tunnel saw 1,790,640 vehicles during its first year of operation, but it was not yet profitable : even after all toll revenues were accounted for, the Port Authority had spent a net $953,857 on operating the tunnel. By 1940, the tunnel was carrying 4,000,000 vehicles annually, and by 1942, that count had increased to 4,500,000. A preliminary 1944 estimate put that year 's vehicular count at 5,500,000, due to traffic increases during the war. At the time of the tube 's opening, six interstate bus companies filed plans to run a combined 250 buses per day through the tunnel. Previously, buses from Weehawken had to drive onto ferries to access Manhattan, but in July 1938, the Interstate Commerce Commission granted the bus companies permission to use the tunnel. Buses paid a toll of $1 per direction. By March 1939, there were 600 buses per day using Lincoln Tunnel, running on twelve routes operated by five companies. That month, three more bus companies were given permission to operate an additional combined total of 600 buses. After this permission was granted, the New York City government opposed any further authorizations for bus companies, since they would cause congestion in Manhattan streets. In December 1940, it was announced that a new bus terminal would be built on the Manhattan side of the Lincoln Tunnel, between Eighth Avenue, 41st Street, Ninth Avenue, and 42nd Street. Manhattan Borough President Stanley M. Isaacs proposed building a short tunnel between the Lincoln Tunnel and the new terminal. The city approved the construction of the new terminal and connecting tunnel in January 1941. Plans for a bus terminal were delayed because of World War II, which used the resources intended for most projects that were not directly involved in the war effort. Construction of second tube In November 1936, as construction on the first tube was winding down, the Port Authority 's commissioners met to discuss the feasibility of adding a second tube, located north of and parallel to the first tube. Although the original design in 1933 had called for two tubes, the PWA funds had only covered the cost of the first tube. It was estimated that if a second tube were to be built immediately, the cost of that tube would be cheaper because the workers and machinery were already on site. The commissioners thus agreed to construct a second tube, which was expected to cost an additional $33 million, bringing the total cost of the project to around $80 million. The next month, the Port Authority sold a $10 million bond issue at a 3 % interest rate. In August 1937, the PWA issued $29.1 million in funds for the second tube, consisting of a $26 million loan and a $3.1 million grant. By the time the first tube had opened in December 1937, the cost of construction had risen to $85 million. At the time, the second tube was set to be completed in 1940. A contract for the second tube was released in February 1937, at a cost of $8.7 million. That July, a steel caisson, similar to that for the first tube, was sunk into the Manhattan side at the western end of 39th Street. The next month, three parcels of land in New Jersey were acquired to make way for the second tube. The second - tube project would include the construction of the `` express highway '' in New Jersey, which would connect to NJ 1 ( now part of U.S. 1 ) and NJ 3 in western North Bergen. At the time of the first tube 's opening, the express highway ended at the toll plaza just outside the tunnel portal, leading to Boulevard East and Park Avenue. Bidding for the express highway began in January 1938, and a contract for the `` helix '' ramp to the express highway was awarded in April of that year. The express highway to Lincoln Tunnel, now part of New Jersey Route 495 Boring work on the tube itself proceeded quickly, and in May 1938, the two segments of the second tube were holed - through. This was significant because the second tube was only 75 feet ( 23 m ) away from the first tube, and for the past five months, boring operations had proceeded while traffic was running in the adjacent first tube. However, work on the second tube was halted the same month because New Jersey had failed to build sufficient approach roads to accommodate the extra traffic load. Economic considerations also played a significant role in the work stoppage, since the New Jersey Highway Commissioner had said that the state lacked enough money to build these new highways. The ends of the second tube were sealed because it was thought that there would not be enough traffic flows to the first tube to allow for the completion of the second tube. The six - lane `` loop '' road, an approach to the future express highway, opened in October 1938 and extended west to Pleasant Avenue, located at the top of the King 's Bluff ledge. In June 1939, the Port Authority opened the section of the express highway from Pleasant Avenue west to NJ 3. The new highway, a six - lane divided road running in an open cut, was designated as an eastern extension of NJ 3. Work on the second tube resumed in April 1941 as part of the Port Authority 's 20th - anniversary ceremony, the `` Port Preparedness Dedication. '' The United States Army had deemed the Lincoln Tunnel to be an important part of wartime defense, and so the Port Authority expedited plans for completing the tube by 1943 at a cost of between $9 million and $12 million. The Manhattan portal of the new tube was to be located one block west of the original tube 's portal, and in August 1941, the Port Authority awarded a contract to build a roadway connecting from the original tube 's plaza to the new tube 's portal. A new street, Galvin Avenue, was created from 42nd to 40th Streets, running between 10th and 11th Avenues and carrying southbound traffic to the westbound tunnel. On the New Jersey side, contracts were awarded for the westward extension of NJ 3 to Little Falls, New Jersey, as well as the construction of a portion of what is now US 46. Due to wartime material shortages, further construction was delayed for the next two years. Significant progress on the second tube only resumed in late 1943. By January 1944, work on the new tube was being accelerated because the existing tube now had heavy congestion in both directions during rush hours, as opposed to the situation in mid-1942, where congestion generally only accumulated toward New York in the morning and New Jersey in the evening. At this stage, much of the second tube had been completed to the point where traffic could use it in case of an emergency, and the tube was planned to be opened that July. However, work was again delayed, and in November of the same year, the Port Authority announced that the new tube would open the following February. Operation of two tubes Congestion on the New Jersey approach The second tube opened at noon on February 1, 1945. The new tube was located to the north of the existing tube. The northern tube was configured to carry westbound traffic to New Jersey, while the southern tube was converted from a two - way tunnel to an eastbound - only tunnel to New York. The construction of the two tunnels had cost a combined $80 million. Unlike for the first tube, there was no official ceremony, although three Port Authority officials drove through the second tube. The first motorist to drive through the second tube was the brother of the first motorist who had driven through the original tube in 1937. After World War II ended in 1945, plans for a new bus terminal on the Lincoln Tunnel 's Manhattan side were revisited. The new bus terminal, which was to be built on the block bounded by 40th and 41st Streets and 8th and 9th Avenues, was approved in January 1947. The plan was later modified to include a 500 - space parking lot on its roof, which would be accessible via a series of ramps from both local streets and the Lincoln Tunnel. The terminal opened in 1950 as the Port Authority Bus Terminal. Third tube Planning and Controversy In 1949, due to increased traffic demand, New Jersey Governor Alfred E. Driscoll suggested building a third crossing under the Hudson River. He met with the Port Authority 's board of commissioners and told them that the Holland and Lincoln Tunnels had now reached their full capacity of 15 million annual vehicles apiece ( though the Port Authority noted that the Lincoln Tunnel had only seen 11.1 million vehicles in the past year ). The same year, the Port Authority conducted a study of 135,000 motorists who used Hudson River crossings. It found that much of the traffic on the Holland and Lincoln Tunnels could be lessened if another tunnel between New Jersey and Midtown Manhattan were built either north or south of the Lincoln Tunnel. In May 1950, the Port Authority 's commissioners authorized an engineering study for an additional tube to the Lincoln Tunnel. If built, the third tube would be located to the south of the two existing tubes, and it would contain two additional lanes at a cost of $60 million. The Port Authority also began a study on whether local streets near the Lincoln Tunnel 's existing approaches could accommodate traffic from a third tube. In February 1951, Port Authority chairman Austin J. Tobin announced that traffic across the Hudson River had increased to a point where the construction of a third tube would soon be necessary. The next month, the Port Authority commissioners gave their approval to preliminary plans for the third tube, which was expected to cost $85 million and be completed by 1957 `` barring total war ''. The project would also involve extending the Dyer Avenue approach, on the Manhattan side, southward from 34th Street to 30th Street. The Port Authority gave its approval to the construction process itself in May 1951, although the approval of New York City, New York State, and New Jersey officials was still needed. The New York City Planning Commission rejected the initial plans for the third tube project in August 1951 because it felt that the existing tunnel approaches could not sufficiently manage all of the traffic from a third tube, but it scheduled a meeting for September, during which the Port Authority could argue in favor of its proposal. The city 's construction coordinator, Robert Moses, also opposed the third tube, and Tobin pointed out that the only major opposition the Port Authority had received was from Moses. Manhattan Borough President Robert F. Wagner Jr. was among the New York City officials who supported the plans. In September, after the Port Authority and the City Planning Commission convened to discuss the plans, the Planning Commission rejected the third - tube plans for a second time, calling them `` fundamentally deficient ''. Despite this disagreement, the Port Authority released contracts for test bores the same month. The dispute continued through the end of the year, and by December, the Port Authority had to cancel a $10 million contract for cast - iron tunnel segments because the city had refused to approve the tunnel plans. The city wanted the Port Authority to build part of a proposed Mid-Manhattan Expressway above 30th Street from Eighth Avenue to the West Side Elevated Highway near 12th Avenue. This recommendation was very similar to one that had been made five years prior. However, the City Planning Commission immediately rejected this proposed solution. By January, as the Lincoln Tunnel dispute became protracted, the Port Authority was willing to build a separate tunnel altogether at a cost of $200 million. The New York City Board of Estimate pushed back a proposed vote on the Lincoln Tunnel from March to May 1952. By June, a compromise had been worked out, and the city had given its assent to the new tube. Although the Port Authority was no longer obligated to construct a mid-Manhattan expressway, it did agree to widen 30th Street between 10th Avenue and 12th Avenue, and to provide ramps between the tunnel and the West Side Highway. The New York City government quickly moved to approve street upgrades on their side of the tunnel. By this point, the Weehawken, New Jersey, government had also started to raise concerns about street improvements on their side. However, there were no other major obstacles to starting construction. The first contract for the third tube 's construction, a bid for digging the ventilation shafts, was awarded in August 1952. A groundbreaking ceremony for the third tube, marking the start of official construction on that tube, was held the next month at the Manhattan side 's future ventilation shaft. Sandhogs began digging the tunnel from that end. Construction The Port Authority awarded its first material contract for the third tube, a $10 million order of steel tunnel segments from Bethlehem Steel, in October 1952. It also evicted 900 families from 70 buildings to make way for the new tube 's approaches. The next month, the agency ordered 1.2 million bolts and washers to secure the tunnel segments. The Port Authority planned to finance the third tube 's construction with a consolidated bond offering of $500 million, which would be dispersed among other Port Authority projects as well. An initial bond offering of $35 million was made in December 1952, and the Port Authority later borrowed $20 million to finance this offering. A contract to dig the actual bore under the river was awarded in October 1953. View of New Jersey entrance in 1955, with the south tube under construction Weehawken 's government still held a negative attitude toward the Lincoln Tunnel digging work, and in June 1953, ordered policemen to arrest workers who were bringing equipment into the tunnel, under the pretense that the tunnel lacked a building permit. In response, the Port Authority obtained a writ from a Hudson County, New Jersey, judge, who allowed tube work to proceed and forced the Weehawken government to explain its legal reasoning for blocking the tube 's construction. A committee of New Jersey politicians was convened to determine how much the Port Authority should pay the town of Weehawken for land acquisition. Representatives and residents of Weehawken wanted more compensation than what the Port Authority was willing to offer. On March 16, 1954, the Supreme Court of New Jersey ordered that work on the third tube be halted because it was tantamount to a brand - new crossing, rather than an addition to an existing crossing. However, the New Jersey legislature voted to allow the resumption of work on the tunnel, while the New York state legislature finally gave formal authorization for the Port Authority to build the tube. Eight days after the New Jersey Supreme Court 's stop - work order, construction resumed on the tube. The township of Weehawken agreed to tax the tunnel at a lower price than what it was originally asking. A contract for a ventilation building on the New York side, above 38th Street east of 12th Avenue, was let in June 1954. That September, the Port Authority opened the contract for the renovation of the New Jersey side 's tunnel plaza, which would have to be rebuilt in order to accommodate the new tunnel portal, since the existing administration buildings were located in the path of the third tube 's approach. The same month, the Port Authority published plans for an 800 - space parking complex on the New Jersey side. This parking lot opened in November 1955, fourteen months later. Meanwhile, sandhogs began digging the tunnel from a 55 - foot - deep ( 17 m ) pit on the New Jersey side, with plans to connect that bore with the tunnel being dug from the New York side at a point 95 feet ( 29 m ) under the Hudson River. The pieces for a pressurized digging shield were hoisted into the New Jersey construction pit in late September 1954, and the completed shield began digging toward New York a month and a half later. In February 1955, the Port Authority awarded contracts for widening the New Jersey side 's loop approach from six to seven lanes, as well as a second contract for widening the North Bergen, New Jersey, `` express highway '' from six to eight lanes, and a third for a new toll plaza at the bottom of the loop approach. By this time, it was projected that a new Hudson River crossing might need to be built north of the Lincoln Tunnel by the 1960s. The boring operation from the New Jersey side had crossed eastward into the state border by October 1955. Work on the tube was temporarily stopped in January 1956 after water from the Hudson River leaked into the New York side of the tunnel. Almost immediately after the tube had been pumped dry, workers went on strike for a week, even though the ends of the bores were only about 350 feet ( 110 m ) away from being connected. Construction was further disrupted by an air leakage on the New York side in May, and a contractors ' strike in June. On June 28, 1956, the two sides were finally holed - through by the respective governors of each state. At this time, the last of the tube 's 2,031 cast - iron rings had been laid. Contractors then began placing tiles along the surface of the tube. By November, the tube was nearly completed. To accommodate the traffic for the new tube, the Port Authority opened the Lincoln Tunnel Expressway south to 30th Street in February 1957. The third tube opened on May 25, 1957, to the south of the original two tunnels. It cost $94 million, 6 % less than projected ; the tube itself had only cost $44 million, but the approaches cost $23 million and other costs made up the remaining $27 million. The third tube 's opening made the Lincoln Tunnel the world 's first tunnel with three separate, parallel tubes. Unlike with the previous two tubes, which had killed a total of 15 workers, no one had been killed during the construction of the third tube. At this time, the center tube was converted back to a bidirectional tube, while the new third tube became eastbound - only. The center tube could be used for unidirectional traffic during peak hours, doubling capacity in the peak direction. A traffic light system was instituted for the center tube to indicate whether a given direction could use one or both lanes. A new 18 - booth toll plaza was inaugurated on the left side, collecting tolls on the left - hand ( driver 's ) side of each lane ; this replaced the previous right - handed 12 - booth plaza, which collected tolls from the passenger side, and was thus expected to speed traffic. The agency also inaugurated two extra ventilation buildings, which would filter air from the new tube. Due to increased traffic loads, the New York City government released plans to widen nearby streets later that year. Later years Aerial view of the Manhattan approaches in 1973 As traffic increased through the tubes, the Port Authority tried various methods to mitigate tunnel congestion. In February 1957, it started training `` spotters '' to look at traffic on the Manhattan side 's tunnel approaches from the 35th floor of 330 West 42nd Street, located nearby. The Port Authority started using two - way radios in mid-1958. In 1966 -- 1967, the Port Authority installed closed - circuit television systems to monitor and control the spacing of traffic in the Lincoln and Holland Tunnels. Port Authority officers observed Lincoln Tunnel traffic from a control center on the New Jersey side. Patrolmen were stationed within each tube to watch out for stalled vehicles, and a computerized system also monitored traffic flows in each tube. In December 1970, the Port Authority tested out an exclusive bus lane for one year, and it became so popular that the bus lane was later made permanent. In 1971, the elephants of the Ringling Bros. and Barnum & Bailey Circus walked through the Lincoln Tunnel. The animals were normally taken via railroad, but a labor strike had suspended all rail service to Madison Square Garden. The elephants started walking through the Queens -- Midtown Tunnel instead of the Lincoln Tunnel starting in 1981, and the elephant walk ceased altogether when the elephants were retired in 2016. Originally, the northern and center tubes were paved using bricks, while the southern tube contained an asphalt surface. The brick road surfaces began to deteriorate over time, and in 1967 -- 1968, the northern and center tubes were repaved with asphalt. By 1971, Lincoln Tunnel was carrying 32 million vehicles per year. From the Lincoln Tunnel 's opening until 1970, the Port Authority charged the same flat - rate toll of 50 cents in each direction. Westbound tolls were removed in 1970, and the tolls for eastbound drivers were doubled to offset the loss of the westbound tolls. The Port Authority started repaving the Lincoln Tunnel 's center tube in the early 1980s, in preparation for a renovation of the Holland Tunnel that was slated to start in 1984. Due to the renovation project, the Holland Tunnel 's tubes would be closed one at a time for two and a half years, and traffic would be diverted to the Lincoln Tunnel. After the Holland Tunnel renovation was done, the Lincoln Tunnel 's north and south tubes would be repaved. Each repaving was set to cost $10 million. The repair work on the Lincoln Tunnel 's center tube cost $2 million more than projected, and took five times as long as initially estimated, because repaving only occurred at night. In 1989, during the rehabilitation and repaving of the northern tube, a computerized traffic - control center was built in the administration building on the New Jersey side, which allowed a tunnel controller inside the building to remotely control the flow of traffic to, from, and through Lincoln Tunnel. The computerized system was connected to 73 cameras that captured video of the entirety of the three tubes. Cellphone service was added to the tubes in 1995 as part of a $1.2 million project funded by the telecommunications company Cellular One. A major overhaul of the center tube started in 1996 at a cost of $53 million. This construction included replacing tiles, wire ducts, curbs, doors, and other infrastructure. The same year, the Port Authority board also voted to renovate the toll plaza for $42 million. After the September 11 attacks in 2001, drivers with no passengers were temporarily banned from going through the Lincoln Tunnel during weekday mornings, due to traffic gridlock that resulted from the collapse of the World Trade Center. This ban was partially repealed in April 2002. Crime and Terrorism On September 8, 1953, two armed men attempted to rob a home in South Orange, New Jersey, when they were chased off by residents, one of whom reported their car 's license plate number. A patrolman at the Lincoln Tunnel 's tollbooth tried to stop the car, but the robbers shot at police, hitting a Port Authority policeman in the leg. The police commandeered a delivery truck and gave chase, exchanging 28 shots with the fleeing car while weaving in and out of traffic. The vehicle came to a stop about three - quarters of the way through the tunnel, as one of the robbers had been shot in the head. The delivery truck driver was later honored for his role in chasing the attempted robbers, and the patrolmen involved were also honored. The Lincoln Tunnel was used several times more by criminal suspects trying to escape the police. In 1956, a motorist, whose car had been taken by police, stole his own car in Manhattan, then sped through the Lincoln Tunnel and opened fire on pursuing police before being stopped on the George Washington Bridge. In 1967, two bank robbery suspects were traveling through the tunnel when they were enclosed on either end by police. Due to its status as one of the few connections between Manhattan and New Jersey, the Lincoln Tunnel is considered to be one of the most high - risk terrorist target sites in the United States. Other such sites in New Jersey include the Holland Tunnel and the PATH station at Exchange Place, both of which are in Jersey City, as well as the Port of Newark in Elizabeth. In 1995, ten men were convicted of a bombing plot in which a radical Islamic group plotted to blow up five or six sites in New York City, including the Holland and Lincoln Tunnels and the George Washington Bridge. Route Numbering Old `` I - 495 Lincoln Tunnel '' sign, still in situ along the West Side Highway Originally, the Lincoln Tunnel would have connected to the Queens - Midtown Tunnel, on the other side of Manhattan, via the Mid-Manhattan Expressway. Manhattan Borough President Samuel Levy first proposed the Mid-Manhattan Expressway connector in 1936. Updated plans for the crosstown highway were released in 1944 and featured a connection to the then - proposed Port Authority Bus Terminal. The plans were eventually changed to a crosstown tunnel across 30th Street, and the city approved a preliminary survey for the crosstown tunnel. The city briefly held up plans for the Lincoln Tunnel 's southernmost tube in 1951 and 1952 because it wanted the Port Authority to build part of the expressway, although this requirement was later dropped. The Interstate 495 ( I - 495 ) designation was assigned to the New Jersey approach to the tunnel in anticipation of the Mid-Manhattan Expressway being completed. The Mid-Manhattan Expressway project was ultimately canceled and the I - 495 designation removed from the expressway on January 1, 1970. However, the I - 495 designation in New Jersey remained for some time, as it was anticipated that it would remain part of the Interstate Highway System. Much of the New Jersey stretch of I - 495 became NJ 495 in 1979. The Westway project, proposed in 1971, called for building an I - 478 to link I - 278 in Brooklyn, I - 78 at the Holland Tunnel, and I - 495 at the Lincoln Tunnel. The Westway project was officially abandoned in 1985 after a series of lawsuits from environmental advocates. The last part of I - 495 in New Jersey was decommissioned the next year, and the Lincoln Tunnel was thus removed on the Interstate system. In Manhattan, 34th Street and other crosstown streets link NY / NJ 495 and I - 495. As of 2018, the part of the tunnel within New Jersey carries NJ 495. It is disputed whether the part of the tunnel within New York contains the unsigned NY 495. A 2016 highway inventory listing from the New York State Department of Transportation ( NYSDOT ) considers NY 495 to be 1.09 miles ( 1.75 km ) long, running through the tunnel, from the New Jersey State Line east to the intersection of Dyer Avenue and 34th Street. However, the NYSDOT also published two `` official descriptions of highway touring routes '' in 2004 and 2017, in which it did not consider the Lincoln Tunnel within New York to be part of NY 495. According to these documents, the NY 495 designation instead applies to part of the Long Island Expressway ( I - 495 ) in Queens, and the Lincoln Tunnel does not have an official route designation. Tolls Manhattan ventilation tower As of December 6, 2015, the cash tolls going from New Jersey to New York are $15 for cars and motorcycles ; there is no toll for passenger vehicles going from New York to New Jersey. E-ZPass users are charged $10.50 for cars and $9.50 for motorcycles during off - peak hours, and $12.50 for cars and $11.50 for motorcycles during peak hours. Tolls are collected at a tollbooth on the New Jersey side. Originally, tolls were collected in both directions. In August 1970, the Lincoln Tunnel 's 50 - cent toll, which the Port Authority had charged since the tunnel 's 1937 opening, was abolished for westbound drivers. At the same time, eastbound drivers saw their tolls doubled to $1.00. The tolls of eleven other New York -- New Jersey and Hudson River crossings along a 130 - mile ( 210 km ) stretch, from the Outerbridge Crossing in the south to the Rip Van Winkle Bridge in the north, were also changed to eastbound - only at that time. The westbound tollbooths were later removed. By 1981, there were 14 eastbound toll lanes, in comparison to the 18 lanes in both directions that the plaza had contained in 1955. As of 2018, there are 13 lanes at the tollbooth. Electronic tolling was first implemented at Lincoln Tunnel circa 1988, when buses were allowed to pay tolls electronically. In 1996, the Port Authority voted to renovate the toll plaza ; the proposed improvements included converting it to accommodate electronic tolling for all vehicles that used E-ZPass. E-ZPass toll collection at Lincoln Tunnel started in October 1997, although the tollbooths were retained. Historically, the tolls were : Historic tolls for the Lincoln Tunnel Years Toll Toll equivalent in 2017 Direction collected Ref. 1937 -- 1970 $0.50 $3.15 -- 8.51 each direction 1970 -- 1975 $1.00 $4.55 -- 6.30 eastbound only 1975 -- 1983 $1.50 $4.46 -- 6.82 eastbound only 1983 -- 1987 $2.00 $4.31 -- 5.94 eastbound only 1987 -- 1991 $3.00 $5.39 -- 6.46 eastbound only 1991 -- 2001 $4.00 $5.53 -- 7.19 eastbound only 2001 -- 2008 $6.00 $6.82 -- 8.29 eastbound only 2008 -- 2011 $8.00 $8.70 -- 9.09 eastbound only 2011 -- 2012 $12.00 $12.79 -- 13.05 eastbound only 2012 -- 2014 $13.00 $13.44 -- 13.66 eastbound only 2014 -- 2015 $14.00 $14.45 -- 14.47 eastbound only 2015 ( Dec ) -- $15.00 $15.30 eastbound only See also New Jersey portal New York portal New York City portal U.S. Roads portal Transportation in New York City List of fixed crossings of the Hudson River List of tunnels documented by the Historic American Engineering Record in New York References ^ Jump up to : `` New York City Bridge Traffic Volumes '' ( PDF ). New York City Department of Transportation. 2016. p. 11. Retrieved March 16, 2018. ^ Jump up to : `` Facts & Info : Lincoln Tunnel ''. Port Authority of New York and New Jersey. Retrieved March 27, 2018. Jump up ^ `` Traffic Restrictions ''. Port Authority of New York and New Jersey. Retrieved November 24, 2012. Jump up ^ `` 2017 Monthly Traffic and Percent of E-ZPass Usage '' ( PDF ). Port Authority of New York and New Jersey. March 2018. Retrieved May 2, 2018. Jump up ^ Berlow, L. ( 2015 ). Reference Guide to Famous Engineering Landmarks of the World : Bridges, Tunnels, Dams, Roads and Other Structures. Taylor & Francis. p. 168. ISBN 978 - 1 - 135 - 93261 - 9. Retrieved April 12, 2018 -- via Google Books. ^ Jump up to : Google ( December 22, 2016 ). `` Lincoln Tunnel '' ( Map ). Google Maps. Google. Retrieved December 22, 2016. Jump up ^ Lynn, Kathleen ( April 11, 2011 ). `` Lincoln Tunnel Challenge draws thousands of runners ''. The Record. Bergen County, NJ. Retrieved July 20, 2011. ^ Jump up to : Ingraham, Joseph C. ( May 26, 1957 ). `` 3d Lincoln Tube Is Opened ''. The New York Times. p. 1. Retrieved February 27, 2010. ^ Jump up to : `` Lincoln Tunnel Is Opened With Festive Ceremonies ''. The New York Times. December 22, 1937. ISSN 0362 - 4331. Retrieved March 26, 2018. ^ Jump up to : Ingraham, Joseph C. ( May 20, 1957 ). `` 3d Lincoln Tube Opens Saturday ''. The New York Times. ISSN 0362 - 4331. Retrieved April 9, 2018. ^ Jump up to : Gillespie, A.K. ( 2011 ). Crossing Under the Hudson : The Story of the Holland and Lincoln Tunnels. New Brunswick, NJ : Rutgers University Press. ISBN 978 - 0 - 8135 - 5003 - 9. OCLC 664352288. Retrieved April 26, 2018 -- via Google Books. ^ Jump up to : `` Tunnel Approach Bid Let ''. The New York Times. July 9, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. ^ Jump up to : `` Jersey Set to Open Lincoln Tunnel Drive ''. The New York Times. October 9, 1938. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` Tunnels through the Palisades Could Replace Lincoln Tunnel Helix ''. NJ.com. Retrieved September 27, 2015. Jump up ^ Port Authority of New York and New Jersey ( September 24, 2015 ). `` Lincoln Tunnel Helix Replacement Program Phase II Planning '' ( PDF ). Port Authority of New York and New Jersey. Retrieved September 27, 2015. Jump up ^ `` For New Jersey Commuters, a Sequel to the ' Summer of Hell ' ''. The New York Times. 2018 - 06 - 05. ISSN 0362 - 4331. Retrieved 2018 - 06 - 05. ^ Jump up to : `` New Lincoln Tunnel Under Hudson Serves Many New York Motorists '' ( PDF ). Steuben Courier. January 21, 1938. p. 8. Retrieved April 16, 2018 -- via Fultonhistory.com. ^ Jump up to : Romano, Jay ( February 4, 1990 ). `` Lincoln Tunnel Repaving Poses Test for ' Fragile ' Traffic System ''. The New York Times. Retrieved April 12, 2018. ^ Jump up to : `` Exclusive Bus Lane -- Lincoln Tunnel ''. Port Authority of New York and New Jersey. December 18, 2015. Retrieved December 22, 2016. Jump up ^ `` Lincoln Tunnel Exclusive Bus Lane Enhancement Study '' ( PDF ). Port Authority of New York and New Jersey. Archived from the original ( PDF ) on December 14, 2006. Retrieved April 28, 2007. Jump up ^ Lavitt, Michael ( June 1, 2005 ). `` Making Life Easier for Bus Riders ''. The Times. Trenton, NJ. Jump up ^ `` The Lincoln Tunnel Exclusive Bus Lane ''. Lincoln Tunnel. Port Authority of New York and New Jersey. December 28, 2012. Retrieved June 30, 2013. Jump up ^ Strunsky, Steve ( June 27, 2013 ). `` Port Authority looking into expanding, replacing Manhattan bus terminal ''. The Star - Ledger. Retrieved June 27, 2013 -- via NJ.com. Jump up ^ New York, New York ( USA ) Bus Lanes and Limited - Stop Service ( PDF ). TCRP Report 90 ( Report ). 1. Transit Cooperative Research Program / FTA. Retrieved June 30, 2013. Jump up ^ `` Special Bus Lane Backed in Jersey ''. The New York Times. September 11, 1970. Retrieved April 9, 2018. Jump up ^ Hudson, Edward ( December 19, 1970 ). `` Special Lane for Buses Speeds Jersey Riders ''. The New York Times. Retrieved April 9, 2018. ^ Jump up to : Prial, Frank J. ( December 17, 1971 ). `` Special Bus Lane to Tunnel to Be Kept ''. The New York Times. Retrieved April 9, 2018. Jump up ^ `` New Tunnel Firm May Build 3 Tubes ''. The New York Times. February 21, 1923. ISSN 0362 - 4331. Retrieved May 6, 2018. Jump up ^ `` Declares New Tube Is Sure of Capital ''. The New York Times. February 22, 1923. ISSN 0362 - 4331. Retrieved May 6, 2018. Jump up ^ `` Two More Tunnels to Jersey Urged ''. The New York Times. January 23, 1928. ISSN 0362 - 4331. Retrieved March 24, 2018. ^ Jump up to : Hortillosa, Summer Dawn ( January 24, 2012 ). `` Hoboken Museum exhibit explores history of Holland, Lincoln tunnels ''. NJ.com. Retrieved October 4, 2012. Jump up ^ `` Interstate Tube Across City Urged ''. The New York Times. March 22, 1929. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Push Hudson Tube as a 38th St. Link ''. The New York Times. June 8, 1929. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ Warn, W.A. ( January 9, 1930 ). `` New Hudson Tubes Projected in Bills ''. The New York Times. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Jersey Will Speed New Tunnel Plans ''. The New York Times. 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Two States Agree on New Hudson Tube ; Legislative Committees Favor Beginning Vehicular Project in Year, but Ban High Cost. Experts to Appear Feb. 27 Port Authority and Bridge and Tunnel Boards to Give Ideas and Estimates on Construction ''. The New York Times. February 15, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. ^ Jump up to : `` Finances Deadlock States in Tube Plan ''. The New York Times. March 16, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Estimates Differ on New Hudson Tube ''. The New York Times. March 7, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Merge Port Control For Tunnel Project ''. The New York Times. April 5, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. ^ Jump up to : `` Port Committees Named ''. The New York Times. May 14, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` New Tunnel Is Named ''. The New York Times. June 20, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` New Traffic Study to Aid Tunnel Plan ''. The New York Times. June 11, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Conference Weighs Hudson Tube Plans ''. The New York Times. December 20, 1930. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Midtown Hudson Tunnel Advocated as Feasible '' ( PDF ). Brooklyn Standard - Union. January 13, 1931. p. 3. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ `` $93,600,000 Project for Midtown Tunnel up for City Action ''. The New York Times. June 13, 1931. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Hudson Tube Plan Held Up for a Year ''. The New York Times. March 5, 1932. ISSN 0362 - 4331. Retrieved March 24, 2018. ^ Jump up to : `` Agree on Terms for Tunnel Loan ''. The New York Times. March 29, 1933. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Protects New York Against Rivals ''. The New York Times. April 23, 1932. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` $98,250,000 Works Approved By State as R.F.C. Projects ''. The New York Times. February 7, 1933. ISSN 0362 - 4331. Retrieved March 24, 2018. ^ Jump up to : `` Work to Begin In Month : Port Authority 's Plans Ready, but More Land Must Be Bought ''. The New York Times. August 31, 1933. ISSN 0362 - 4331. Retrieved March 24, 2018. ^ Jump up to : `` Hudson Tube Loan Is Accepted Here ''. The New York Times. September 1, 1933. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` City Adopts Plans for Hudson Tunnel ''. The New York Times. November 18, 1933. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Allows Building Midtown Tunnel : War Department Grants Authority to the Port of New York Authority ''. The New York Times. October 1, 1933. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Engineers Named for 38th St. Tube ''. The New York Times. November 19, 1933. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` 38th St. Tube Is to Be Opened Feb. 6 ''. The New York Times. January 2, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` How Tube Is Ventilated ''. The New York Times. January 28, 1938. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Five Bid on Section of Midtown Tube ''. The New York Times. February 22, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Fetes in 2 States Start Hudson Tube ''. The New York Times. May 18, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` 600 - Ton Caisson for the 38th St. Tunnel Floated Here on Tide and Put Into Place ''. The New York Times. July 18, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Free Hand Asked for Tube Blasting ''. The New York Times. July 7, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` $492,650 Awarded for Tunnel Land ''. The New York Times. June 22, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Part of Hell 's Kitchen Doomed by Tunnel : 91 Houses to Be Razed to Build Approach ''. The New York Times. August 27, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Blaze in 39th St. Aids Tube Project ''. The New York Times. October 27, 1934. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Bids Are Opened for Tunnel Plaza ''. The New York Times. June 14, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Weehawken Votes for Tube Approach ''. The New York Times. July 13, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Approach to Tunnel Is Shown in Model ''. The New York Times. November 21, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. ^ Jump up to : Robbins, L.H. ( March 17, 1935 ). `` Under The Hudson with the Sandhogs ''. The New York Times. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ Bernstein, Victor H. ( July 28, 1935 ). `` Midtown River Tube Pushes on to Goal ''. The New York Times. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` 3 Dead, 1 Injured by Tunnel Blast ''. The New York Times. April 9, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Cameras Record Work Under River ''. The New York Times. February 20, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Pass Half - Way Mark on Tunnel ''. The New York Times. May 28, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Tunnel Work Set Record ''. The New York Times. June 11, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Hudson Sandhogs Set Tunnel Mark ''. The New York Times. August 3, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` The Port of New York Authority General and Refunding Bonds to Be Dated March 1, 1935 '' ( PDF ). New York Evening Post. March 1, 1935. p. 21. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ `` PWA Drops Tunnel Loan ''. The New York Times. November 26, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. ^ Jump up to : `` Financing Altered For Midtown Tube ''. The New York Times. 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Tunnel Bonds Sold by Port Authority ''. The New York Times. December 12, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` 13 Bids Are Submitted for Midtown Tunnel ''. The New York Times. December 20, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Tunnel Third Completed ''. The New York Times. December 8, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Midtown Tunnel Is Holed Through ''. The New York Times. September 2, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` More Funds Asked for Hudson Tube ''. The New York Times. February 18, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. ^ Jump up to : `` Twin Hudson Tube to Be Bored Soon at $33,000,000 Cost ''. The New York Times. November 25, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Glass Tile Ceiling Planned for Tube ''. The New York Times. December 17, 1935. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Tunnel Cost Up $60,000 ''. The New York Times. March 14, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Midtown Tube Work Far Past Schedule ''. The New York Times. October 2, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` New Hudson Tube Found 75 % Ready ''. The New York Times. April 1, 1937. ISSN 0362 - 4331. Retrieved March 26, 2018. ^ Jump up to : `` 39th St. Tube Gets Name of Lincoln ''. The New York Times. April 17, 1937. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Lincoln Tube Open for Traffic Dec. 22 ''. The New York Times. October 16, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Lincoln Tube Funds Benefit 40 States ''. The New York Times. December 6, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Lincoln Tunnel Dedicated at Ceremony Here '' ( PDF ). New York Sun. December 21, 1937. pp. 1, 23. Retrieved April 14, 2018 -- via Fultonhistory.com. ^ Jump up to : `` Another Vehicular Tunnel Under Hudson River Now Connects New York and New Jersey ''. Life. December 27, 1937. p. 18. Retrieved March 27, 2010 -- via Google Books. Jump up ^ `` Medal Designed for New Tunnel ''. The New York Times. November 22, 1937. ISSN 0362 - 4331. Retrieved March 26, 2018. ^ Jump up to : `` Lincoln Tube Tolls Fixed by Authority ''. The New York Times. December 13, 1937. ISSN 0362 - 4331. Retrieved April 27, 2018. Jump up ^ `` Slow Trucks Barred from Lincoln Tube ''. The New York Times. December 7, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Lincoln Tunnel to Get Mighty Wrecking Truck ''. The New York Times. December 20, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` 3,700 Use Tunnel in First 12 Hours ''. The New York Times. December 23, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` 7,661 Cars Use Tunnel ''. The New York Times. December 24, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Lincoln Tunnel Sloganeers Tell Autoists ' Travel the Direct Way to Times Square ' '' ( PDF ). Rockaway Wave. March 31, 1938. p. 6. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ `` Travel Peak High as Holidays End ''. The New York Times. 1938. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Tunnel Slogan Selected : ' Do n't Mark Time - Make Time ' -- Says Lincoln Prizewinner ''. The New York Times. February 24, 1938. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` Traffic Increased by Lincoln Tunnel ''. The New York Times. March 14, 1939. ISSN 0362 - 4331. Retrieved March 28, 2018. ^ Jump up to : `` Lincoln Tube Work to Go Ahead Today ''. The New York Times. April 29, 1941. ISSN 0362 - 4331. Retrieved March 29, 2018. ^ Jump up to : `` North Tube of Lincoln Tunnel Will Open in July to Ease Heavy Strain of Traffic ''. The New York Times. January 28, 1944. ISSN 0362 - 4331. Retrieved March 29, 2018. ^ Jump up to : `` New Tube to Open in Lincoln Tunnel ''. The New York Times. November 6, 1944. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ `` Six Bus Lines Plan Service by Tunnel ''. The New York Times. December 16, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Tunnel Route for Buses ''. The New York Times. July 29, 1938. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` 3 More Bus Lines Get Tube Permits ''. The New York Times. March 19, 1939. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` City Opposes Rise in Bus Travel Here ''. The New York Times. April 1, 1939. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` Huge Bus Terminal to Rise on 42d St. at $4,000,000 Cost ''. The New York Times. December 8, 1940. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ `` Isaacs Opens Fight for City Bus Tube ''. The New York Times. December 17, 1940. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ `` City Enters Deal for Bus Terminal ''. The New York Times. 1941. ISSN 0362 - 4331. Retrieved March 29, 2018. ^ Jump up to : `` Twin Hudson Tube at 38th St. Pushed ''. The New York Times. November 24, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` New Midtown Hudson Tunnel Is Near Completion Under River '' ( PDF ). Rockaway Wave. December 10, 1936. p. 6. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ `` Port Authority 3 's Sold at Premium ''. The New York Times. December 16, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. ^ Jump up to : `` $29,100,000 Marked for Lincoln Tube ''. The New York Times. August 18, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Pageantry to Open the Lincoln Tunnel ''. The New York Times. December 19, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Contract Let for Tube ''. The New York Times. February 5, 1937. ISSN 0362 - 4331. Retrieved March 24, 2018. Jump up ^ `` Tunnel Caisson Put in Place ''. The New York Times. July 22, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Tunnel Realty Bought ''. The New York Times. August 23, 1937. ISSN 0362 - 4331. Retrieved March 27, 2018. Jump up ^ `` Governors to Open New Tunnel Today ''. The New York Times. December 21, 1937. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` Tube Road Contract Let for Union City ''. The New York Times. January 9, 1938. Retrieved March 27, 2018. Jump up ^ `` $1,032,339 Contract On Lincoln Tunnel Let ''. The New York Times. April 5, 1938. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` New Lincoln Tube Ahead of Schedule ''. The New York Times. May 1, 1938. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` One Lincoln Tube Will Be Delayed ''. The New York Times. May 18, 1938. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` Jersey Lacks Road Funds : Sterner Says It Ca n't Build Feed Routes to New Tunnel ''. The New York Times. May 21, 1938. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ `` Will Seal Up Tube of Lincoln Tunnel '' ( PDF ). Troy Times Record. August 31, 1939. p. 5. Retrieved April 16, 2018 -- via Fultonhistory.com. Jump up ^ `` ' Tomorrow 's Road ' Opened in Jersey ''. The New York Times. July 1, 1939. ISSN 0362 - 4331. Retrieved March 28, 2018. Jump up ^ Mathieu, George M. ( August 10, 1941 ). `` To Aid Users of Tunnel ''. The New York Times. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ `` Tunnel Opens On Schedule '' ( PDF ). The New York Sun. February 1, 1945. p. 13. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ `` New Lincoln Tube Will Open Today ''. The New York Times. February 1, 1945. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ `` Proxy ' First ' Made at Lincoln Tunnel ''. The New York Times. February 2, 1945. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ Hodge, Carle ( August 25, 1946 ). `` Catan Hangs Up Record of 300 ' Firsts ' as Hobby '' ( PDF ). Syracuse Post-Standard. p. 7. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ Conklin, William R. ( January 31, 1947 ). `` New Bus Terminal Is Approved Here ''. The New York Times. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ Ingraham, Joseph C. ( March 22, 1948 ). `` Roof Parking for 500 Cars Added to Bus Terminal Plan ''. The New York Times. Retrieved March 30, 2018. Jump up ^ `` New Bus Terminal Has Smooth Start ''. The New York Times. December 16, 1950. Retrieved March 30, 2018. Jump up ^ `` Driscoll Suggests a 3d Hudson Tunnel ''. The New York Times. August 10, 1949. ISSN 0362 - 4331. Retrieved April 4, 2018. Jump up ^ Schwab, Armand, Jr. ( October 1, 1950 ). `` Planning New Facilities for Crossing the Hudson ''. The New York Times. ISSN 0362 - 4331. Retrieved April 4, 2018. Jump up ^ Ingraham, Joseph C. ( May 13, 1950 ). `` 3D Tube Proposed in Lincoln Tunnel ''. The New York Times. ISSN 0362 - 4331. Retrieved April 4, 2018. Jump up ^ `` Study Under Way on Tunnel Traffic ''. The New York Times. August 15, 1950. Retrieved April 4, 2018. Jump up ^ `` Trans - Hudson Jam in Traffic Looms ''. The New York Times. February 15, 1951. ISSN 0362 - 4331. Retrieved April 4, 2018. Jump up ^ Ingraham, Joseph C. ( March 9, 1951 ). `` Third Lincoln Tube Voted by Port Unit ''. The New York Times. ISSN 0362 - 4331. Retrieved April 4, 2018. Jump up ^ `` Third Lincoln Tube Voted by Authority ''. The New York Times. May 11, 1951. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Lincoln Tube Plan Due for Rejection ''. The New York Times. August 8, 1951. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` The Tunnel Controversy ''. The New York Times. August 10, 1951. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Wide Backing Seen for New Tube Plan ''. The New York Times. August 14, 1951. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Tunnel Delay Laid to Moses '' ( PDF ). Tarrytown Daily News. Associated Press. August 25, 1951. p. 8. Retrieved April 16, 2018 -- via Fultonhistory.com. Jump up ^ `` Lincoln Tube Plan Backed by Wagner ''. The New York Times. October 6, 1951. Retrieved April 4, 2018. Jump up ^ Bennett, Charles G. ( September 13, 1951 ). `` 3d Lincoln Tube Opposed By City 's Planning Board ''. The New York Times. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Authority Defies Board 's Tube Veto ''. The New York Times. September 14, 1951. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Tube Bids Dropped by Port Authority in Clash with City ''. The New York Times. December 13, 1951. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ Ingraham, Joseph C. ( December 14, 1951 ). `` ' Solution ' Futile in Tunnel Dispute ''. The New York Times. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` City Tube Plan Turned Down '' ( PDF ). Long Island Star - Journal. December 14, 1951. p. 15. Retrieved April 16, 2018 -- via Fultonhistory.com. Jump up ^ `` Cullman Outlines 3d Hudson Tunnel ''. The New York Times. 1952. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Action Is Delayed on 3d Tunnel Tube ''. The New York Times. March 7, 1952. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` A $90,000,000 Tunnel ''. The New York Times. June 4, 1952. ISSN 0362 - 4331. Retrieved April 5, 2018. ^ Jump up to : Ingraham, Joseph C. ( June 4, 1952 ). `` City And Port Body Make Compromise on 3d Lincoln Tube ''. The New York Times. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Third Lincoln Tube Expedited by City ''. The New York Times. June 19, 1952. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` Weehawken Unhappy Over 3d Lincoln Tube ''. The New York Times. June 5, 1952. ISSN 0362 - 4331. Retrieved April 5, 2018. Jump up ^ `` First Award Made on 3d Lincoln Tube ''. The New York Times. August 28, 1952. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ International News Service ( August 16, 1952 ). `` New Lincoln Tunnel Road Work to Start '' ( PDF ). Nyack Journal - News. p. 8. Retrieved April 16, 2018 -- via Fultonhistory.com. Jump up ^ Ingraham, Joseph C. ( September 26, 1952 ). `` Third Lincoln Tunnel Is Started ''. The New York Times. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Contract Awarded for 3d Tunnel Tube ''. The New York Times. October 10, 1952. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` 900 Families Face Ouster by Tunnel ''. The New York Times. October 14, 1952. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` 1,192,000 Bolts and Such Ordered for Lincoln Tube ''. The New York Times. November 14, 1952. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` New Bond Planned by Port Authority ''. The New York Times. October 10, 1952. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Offering Readied by Port Authority ''. The New York Times. December 11, 1952. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Port Agency Issue Stirs Keen Bidding ''. The New York Times. October 28, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` 3 Contractors Get Lincoln Tube Task ''. The New York Times. October 19, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Weehawken Balks 3d Lincoln Tunnel ''. The New York Times. June 2, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Court Order Opens Jersey Tube Work ''. The New York Times. June 3, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Inquiry Underway on 3d Lincoln Tube ''. The New York Times. June 14, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Weehawken Defends Its Tunnel Demands ''. The New York Times. June 27, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ Ingraham, Joseph C. ( March 16, 1954 ). `` Jersey Court Ruling Halts Work on New Lincoln Tube ''. The New York Times. ISSN 0362 - 4331. Retrieved April 7, 2018. Jump up ^ `` Court Order Halts Work On Lincoln Tunnel Tube '' ( PDF ). Buffalo Evening News. Associated Press. March 16, 1954. p. 37. Retrieved April 16, 2018 -- via Fultonhistory.com. Jump up ^ `` Jersey Approves 3d Lincoln Tube ''. The New York Times. March 23, 1954. ISSN 0362 - 4331. Retrieved April 7, 2018. Jump up ^ `` Legislature Votes Third Lincoln Tube ''. The New York Times. March 20, 1954. ISSN 0362 - 4331. Retrieved April 7, 2018. Jump up ^ `` Tube Job Starts Again ''. The New York Times. March 25, 1954. ISSN 0362 - 4331. Retrieved April 7, 2018. Jump up ^ `` Ventilator Contract for 3d Lincoln Tube Let ''. The New York Times. June 17, 1954. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Contract Awarded for Tunnel Plaza ''. The New York Times. September 12, 1954. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Port Body Plans Parking in Jersey ''. The New York Times. September 15, 1954. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Tube Parking Lot Opened in Jersey ''. The New York Times. November 2, 1955. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ Haff, Joseph O. ( September 3, 1954 ). `` New Lincoln Tube Is Now City - Bound ''. The New York Times. ISSN 0362 - 4331. Retrieved April 8, 2018. ^ Jump up to : `` Lincoln Tunnel 's New Third Tube Nears Finish '' ( PDF ). Schenectady Gazette. Associated Press. June 28, 1956. p. 3. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ `` 240 - Ton Shield Begun for Third Hudson Tunnel '' ( PDF ). Jamestown Post-Journal. Associated Press. September 30, 1954. p. 4. Retrieved April 14, 2018 -- via Fultonhistory.com. Jump up ^ `` Tunnel 's Shield Being Assembled ''. The New York Times. September 30, 1954. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` New Lincoln Tube Goes Under River ''. The New York Times. November 10, 1954. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Lincoln Tube to Get 7th Lane in Jersey ''. The New York Times. February 18, 1955. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ Pierce, Bert ( March 5, 1955 ). `` Roadway System Held Vital to U.S. '' The New York Times. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ Haff, Joseph O. ( October 6, 1955 ). `` 3d Lincoln Tube at Halfway Point ''. The New York Times. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Third Lincoln Tube Pumped Almost Dry ''. The New York Times. January 28, 1956. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Tube Rift Settled : Diggers to Return ''. The New York Times. February 10, 1956. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Sandhogs Plug Air Leak ''. The New York Times. May 10, 1956. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Tunnel Work Resumes ''. The New York Times. June 7, 1956. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ Ingraham, Joseph C. ( June 29, 1956 ). `` Third Lincoln Tube Is ' Holed Through ' by Two Governors ''. The New York Times. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ James, Michael ( August 8, 1956 ). `` 3d Lincoln Tube Gets Tile Lining ''. The New York Times. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Completion of Third Lincoln Tube in the Homestretch ''. The New York Times. November 7, 1956. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` Tube Express Way Opens to Traffic ''. The New York Times. February 20, 1957. ISSN 0362 - 4331. Retrieved April 8, 2018. Jump up ^ `` 3d Lincoln Tube Built at Cost of $94,129,000 ''. The New York Times. May 20, 1957. ISSN 0362 - 4331. Retrieved April 9, 2018. Jump up ^ `` 10th Avenue Emerging ''. The New York Times. July 18, 1957. Retrieved April 9, 2018. Jump up ^ Hausner, Edward ( February 26, 1957 ). `` Bird 's - Eye View of Tunnel Approaches Helps Policemen Expedite Traffic Flow ''. The New York Times. ISSN 0362 - 4331. Retrieved April 9, 2018. Jump up ^ `` Police Use Radios to Speed Lincoln Tunnel Traffic ''. The New York Times. August 30, 1958. Retrieved April 9, 2018. Jump up ^ King, Seth S. ( December 15, 1967 ). `` Computers to Aid Tunnel Traffic ''. The New York Times. Retrieved April 9, 2018. Jump up ^ `` Seeing Eye for Traffic '' ( PDF ). Buffalo Courier Express. February 27, 1966. p. 10. Retrieved April 16, 2018 -- via Fultonhistory.com. Jump up ^ `` Rush Hour at the Lincoln Tunnel a Challenge to Traffic Controllers ''. The New York Times. May 29, 1973. Retrieved April 9, 2018. Jump up ^ `` 19 Elephants Are Herded Through Lincoln Tunnel '' ( PDF ). Gloversville Leader Herald. May 18, 1971. p. 1. Retrieved April 16, 2018 -- via Fultonhistory.com. Jump up ^ `` Circus Caravan Through Lincoln Tunnel Causes Elephantine Traffic Jam ''. The New York Times. May 18, 1971. Retrieved May 3, 2018. Jump up ^ `` Circus Predawn March '' ( PDF ). N.Y. Amsterdam News. March 28, 1981. p. 68. Retrieved April 21, 2018 -- via Fultonhistory.com. Jump up ^ `` Ringling Bros. And Barnum & Bailey To End Elephant Acts This May ''. CBS New York. New York : WCBS - TV. January 11, 2016. Retrieved April 18, 2018. Jump up ^ `` Ringling Bros. Elephants Are Taking Early Retirement to Florida ''. The New York Times. January 12, 2016. Retrieved April 21, 2018. Jump up ^ Bailinson, Frank ( September 10, 1972 ). `` Rough Tunnel Trip Is Getting Smoother ''. The New York Times. ISSN 0362 - 4331. Retrieved April 9, 2018. ^ Jump up to : Moran, Nancy ( August 13, 1970 ). `` One ‐ Way Tolls Confusing Some Drivers ''. The New York Times. Retrieved April 9, 2018. Jump up ^ `` Years of Delays Seen for Motorists at Lincoln and Holland Tunnels ''. The New York Times. October 24, 1983. Retrieved April 12, 2018. Jump up ^ Daley, Suzanne ( March 19, 1984 ). `` Price of Road Repairs : Swelling Traffic Jams ''. The New York Times. Retrieved April 12, 2018. Jump up ^ `` Lincoln Tunnel Going Cellular ''. The New York Times. October 24, 1994. Retrieved April 14, 2018. Jump up ^ Pristin, Terry ( March 26, 1996 ). `` Repairs Start on Tunnel Tube ''. The New York Times. Retrieved April 14, 2018. ^ Jump up to : Pristin, Terry ( July 12, 1996 ). `` Facelift for Tunnel Plaza ''. The New York Times. Retrieved April 14, 2018. Jump up ^ Feuer, Alan ( September 28, 2001 ). `` More Crowded Cars Bring Less Crowded Crossings ''. The New York Times. Retrieved April 15, 2018. Jump up ^ Kennedy, Randy ( April 19, 2002 ). `` Lone Drivers ? Some Can Come Into Manhattan ''. The New York Times. Retrieved April 15, 2018. Jump up ^ `` Two Seized in 28 - Shot Battle With Police in Lincoln Tube ''. The New York Times. September 9, 1953. p. 1. Retrieved February 27, 2010. Jump up ^ `` Port Body Honors Tube Chase Hero ''. The New York Times. September 12, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ `` Port Patrolmen Honored ''. The New York Times. October 31, 1953. ISSN 0362 - 4331. Retrieved April 6, 2018. Jump up ^ Times, Special To The New York ( May 31, 1956 ). `` Deranged Driver Flees at 95 M.P.H. '' The New York Times. Retrieved April 9, 2018. Jump up ^ `` Bank Robbery Suspects Are Trapped in Tunnel ''. The New York Times. April 27, 1967. Retrieved April 9, 2018. Jump up ^ Pope, Gennarose ( February 5, 2012 ). `` Two Most Dangerous Miles in U.S. '' The Union City Reporter. Archived from the original on February 19, 2012. Jump up ^ Fried, Joseph P. ( October 2, 1995 ). `` Sheik and 9 Followers Guilty of a Conspiracy of Terrorism ''. The New York Times. Retrieved April 12, 2018. Jump up ^ `` Crosstown Tunnel Demanded by Levy ''. The New York Times. September 24, 1936. ISSN 0362 - 4331. Retrieved March 26, 2018. Jump up ^ `` Crosstown Tubes for Autos Planned ''. The New York Times. October 28, 1944. ISSN 0362 - 4331. Retrieved March 29, 2018. Jump up ^ `` Planners Approve Survey for Tunnel ''. The New York Times. June 15, 1950. ISSN 0362 - 4331. Retrieved April 4, 2018. Jump up ^ Gulf Oil Corporation ; Rand McNally and Company ( 1965 ). Metropolitan New York City Area, Tourgide ( sic ) map ( Map ). 1 : 364,152. Pittsburgh, PA : Gulf Oil Corporation. Metropolitan New York City area, including Westchester County, N.Y., and northeastern New Jersey inset. OCLC 246639605. Jump up ^ State of New York Department of Transportation ( January 1, 1970 ). Official Description of Touring Routes in New York State ( PDF ). Retrieved June 25, 2010. Jump up ^ `` Route 495 Straight Line Diagram '' ( PDF ). New Jersey Department of Transportation. 2006. Archived from the original ( PDF ) on March 21, 2006. Retrieved September 13, 2014. Jump up ^ Prial, Frank J. ( April 4, 1971 ). `` City Proposes a New West Side Highway ''. The New York Times. ISSN 0362 - 4331. Retrieved March 19, 2018. Jump up ^ `` The Westway Project : Its History and Future ''. The New York Times. August 1, 1981. Retrieved April 12, 2018. Jump up ^ Roberts, Sam ( October 7, 1985 ). `` The Legacy of Westway : Lessons from Its Demise ''. The New York Times. Retrieved March 22, 2018. Jump up ^ Amateau, Albert ( June 16, 2004 ). `` Why Westway sleeps with the fishes ''. ( ( The Villager ( Manhattan ) ) ). Manhattan. Retrieved June 2, 2015. Jump up ^ Special Committee on U.S. Route Numbering ( June 9, 1986 ). `` Route Numbering Committee Agenda '' ( PDF ) ( Report ). Washington, DC : American Association of State Highway and Transportation Officials. p. 561. Retrieved October 16, 2014 -- via Wikimedia Commons. Jump up ^ New Jersey Department of Transportation. `` Route 495 Straight Line Diagram '' ( PDF ). Trenton : New Jersey Department of Transportation. Retrieved April 9, 2018. Jump up ^ `` New York County Inventory Listing '' ( CSV ). New York State Department of Transportation. August 7, 2015. Retrieved September 5, 2017. Jump up ^ New York State Department of Transportation ( October 2004 ). Official Description of Highway Touring Routes, Scenic Byways & Bicycle Routes in New York State ( PDF ). p. 44. Retrieved March 26, 2009. Jump up ^ New York State Department of Transportation ( January 2017 ). Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative / Memorial Designations in New York State ( PDF ). p. 46. Retrieved January 15, 2017. ^ Jump up to : `` New Toll Fare Rates for the Bridges & Tunnels Effective December 6, 2015 at 3 : 00 AM ''. Port Authority of New York & New Jersey. Retrieved November 23, 2015. Jump up ^ `` Lincoln Tunnel Adds an Extra Toll Lane ''. The New York Times. March 23, 1981. Retrieved April 12, 2018. Jump up ^ Rifkin, Glenn ( September 9, 1992 ). `` Electronic Toll - Taking Is Being Put to the Test ''. The New York Times. Retrieved April 12, 2018. Jump up ^ `` Tunnels Get E-Z Pass : Drivers Get Hang of It ''. The New York Times. October 29, 1997. Retrieved April 15, 2018. Jump up ^ Federal Reserve Bank of Minneapolis Community Development Project. `` Consumer Price Index ( estimate ) 1800 -- ''. Federal Reserve Bank of Minneapolis. Retrieved January 2, 2018. Jump up ^ `` Port Authority Bridge and Tunnel Tolls Increase at Midnight ''. The New York Times. May 5, 1975. ISSN 0362 - 4331. Retrieved April 9, 2018. Jump up ^ Anderson, Susan Heller ; Carroll, Maurice ( December 21, 1983 ). `` New York Day by Day ''. The New York Times. Retrieved April 10, 2018. Jump up ^ `` Tolls to Rise April 12 on Hudson Crossings ''. The New York Times. April 3, 1987. Retrieved April 10, 2018. Jump up ^ Levine, Richard ( March 23, 1991 ). `` Port Authority Raises Tolls for 6 Bridges and Tunnels to $4 ''. The New York Times. Retrieved April 10, 2018. Jump up ^ Smothers, Ronald ( January 26, 2001 ). `` Port Authority Increases Tolls and Train Fare ''. The New York Times. Retrieved April 10, 2018. Jump up ^ Epstein, Joe ( January 4, 2008 ). `` Port Authority raises bridge and tunnel toll to $8 ''. NJ.com. Retrieved April 16, 2018. Jump up ^ `` Commuters Face Higher Hudson River Crossing Tolls For Start Of Work Week ''. CBS New York. New York : WCBS - TV. September 18, 2011. Retrieved April 16, 2018. Jump up ^ `` Toll Increases Take Effect On Port Authority Crossings ''. CBS New York. New York : WCBS - TV. December 2, 2012. Retrieved April 16, 2018. Jump up ^ `` Tolls Going Up At Port Authority Crossings ''. CBS New York. New York : WCBS - TV. December 5, 2014. Retrieved April 16, 2018. Jump up ^ `` Latest round of Port Authority toll hikes take effect this weekend ''. ABC7 New York. New York : WABC - TV. December 4, 2015. Retrieved April 16, 2018. External links Wikimedia Commons has media related to Lincoln Tunnel. Route map : Google KML file ( edit help ) Display on Google Maps Template : Attached KML / Lincoln Tunnel KML is from Wikidata Official website Armagnac, Alden P. ( March 1936 ). `` Glass - Lined River Tunnel Built In Record Time ''. Popular Science Monthly. pp. 34 -- 35 -- via Google Books. Bridges and tunnels in New York City Vehicular Bridges Alexander Hamilton Bayonne Broadway Brooklyn Bronx -- Whitestone City Island Cross Bay Grand Street George Washington Goethals Greenpoint Avenue Henry Hudson High Joseph P. Addabbo Kosciuszko Macombs Dam Madison Avenue Manhattan Mill Basin Marine Parkway Outerbridge Park Avenue Viaduct Pelham Pulaski Queensboro ( Ed Koch ) Rikers Island Triborough ( Robert F. 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Question: when was the lincoln tunnel built in new york
Answer: between 1934 and 1957