query: Where is the Holland Tunnel?

title: Holland Tunnel

text: 1919, when it was decided to build a tunnel under the river. Construction of the Holland Tunnel started in 1920, and it opened in 1927. At the time of its opening, the Holland Tunnel was the longest continuous underwater vehicular tunnel in the world. The Holland Tunnel is one of three vehicular crossings between Manhattan and New Jersey, the others being the Lincoln Tunnel and the George Washington Bridge. The Holland Tunnel was originally known as the Hudson River Vehicular Tunnel or the Canal Street Tunnel. It was renamed the Holland Tunnel in memory of Clifford Milburn Holland, the chief

title: Holland Tunnel

text: Holland Tunnel The Holland Tunnel is a vehicular tunnel under the Hudson River. It connects Manhattan in New York City, New York, to the east, and Jersey City, New Jersey, to the west. An integral conduit within the New York metropolitan area, the Holland Tunnel is operated by the Port Authority of New York and New Jersey (PANYNJ). The tunnel carries Interstate 78; the New Jersey side is also designated the eastern terminus of New Jersey Route 139. Plans for a fixed vehicular crossing over the Hudson River were first devised in 1906. However, disagreements prolonged the planning process until

title: Holland Tunnel

text: in both directions. In August 1970, the toll was abolished for westbound drivers, and at the same time, eastbound drivers saw their tolls doubled. The tolls of eleven other New York–New Jersey and Hudson River crossings along a 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. E-ZPass was first made available at the Holland Tunnel in October 1997. Holland Tunnel The Holland Tunnel is a vehicular tunnel under the Hudson River. It connects Manhattan in New York City, New York, to the east,

title: Holland Tunnel

text: stations. About 20,000 people walked the entire length of the Holland Tunnel before it was closed to pedestrians at 7 p.m. The Holland Tunnel officially opened to vehicular traffic at 12:01 a.m. on November 13, the next day; over a thousand vehicles had gathered on the New Jersey side, ready to pay a toll. The first car to pay a toll was driven by the daughter of the chairman of New Jersey's Bridge and Tunnel Commission. The widows of Chief Engineers Holland and Freeman rode in the second vehicle that paid a toll. At the time, the Holland Tunnel was

title: Holland Tunnel

text: engineer, following his sudden death in 1924, but before the tunnel was opened. The Holland Tunnel was the world's first mechanically ventilated tunnel; the ventilation system was designed by Ole Singstad, who oversaw the tunnel's completion. The Holland Tunnel is operated by the Port Authority of New York and New Jersey. It consists of a pair of tubes with diameters, running roughly parallel to each other and apart underneath the Hudson River. The exteriors of each tube are composed of a series of cast iron rings, which themselves comprise 14 curved steel pieces, each of which is long. The steel

title: Holland Tunnel

text: westbound trips and 46,688 daily eastbound trips through the tunnel. Simultaneously, there was a decrease in westbound trips on the Verrazzano-Narrows Bridge compared to eastbound trips on the bridge. The Verrazzano-Narrows Bridge toll pattern also caused traffic gridlock around the Holland Tunnel, and Canal Street saw the most severe congestion because it served as the main entrance to the tunnel. Fatal accidents involving pedestrians in Lower Manhattan also increased greatly as a result. Rush-hour congestion within the Holland Tunnel has persisted for more than thirty years due to the Verrazzano-Narrow Bridge's one-way westbound toll. A renovation of Holland Tunnel's tiled

title: Holland Tunnel

text: the Great Depression in 1929, when most transit in New York City saw declines, the Holland Tunnel saw an increase in traffic, as did ferry lines. In 1930, there was a disagreement between the Hudson River Tunnel Commission and the Port of New York Authority over who would construct the Lincoln Tunnel. The tunnel was to be located further north along the Hudson River, connecting nearby Weehawken to Manhattan. The two agencies merged that April, and the expanded Port Authority of New York and New Jersey took over operations of the Holland Tunnel, a role that it maintains to this

title: Holland Tunnel

text: ultimately holed through on October 29, but it was a nondescript event without any ceremony. On November 12, 1924, the Hudson River Vehicular Tunnel was renamed the Holland Tunnel by the two states' respective tunnel commissions. Holland was succeeded by Milton Harvey Freeman, who died of pneumonia in March 1925, after several months of heading the job. After Freeman's death, the position was occupied by Ole Singstad, who oversaw the completion of the tunnel. As part of the tunnel project, one block of Watts Street in Manhattan was to be widened to accommodate traffic heading toward the westbound tube. Sixth

title: Holland Tunnel

text: day. Real property title was not passed however. A second vehicular link between New Jersey and Manhattan, the George Washington Bridge, opened in October 1931. The Lincoln Tunnel, the third and final vehicular connection between New Jersey and Manhattan, first opened in December 1937. Within the first 25 years of the Holland Tunnel's opening, it had carried 330 million vehicles in total, but a significant portion of Holland Tunnel traffic was diverted to the Lincoln Tunnel and George Washington Bridge after the opening of the latter two crossings. In 1945, the Port Authority approved the extension of a tunnel approach

title: Holland Tunnel

text: it would cost $500,000 more and involve two perpendicular turns. In October 1926, one million dollars was allocated to the completion of the NJ 139 approach. The contracts for constructing the Holland Tunnel's ventilation systems were awarded in December 1925. Two months later, the New York-New Jersey Vehicular Tunnel Commission asked for $3.2 million more in funding. The tunnel was now expected to cost $46 million, an increase of $17 million over what was originally budgeted. The Holland Tunnel was nearly complete: in March 1926, Singstad stated that the tunnel was expected to be opened by the following February. By

title: Holland Tunnel

text: and a telephone system, stationed at intervals of . The amount of traffic going through the Holland Tunnel has remained steady despite tight restrictions on eastbound traffic in response to the September 11, 2001, attacks, including a ban on commercial traffic entering New York City put in place after an August 2004 threat. Aside from a sharp decline immediately following the September 11 attacks, the number of vehicles using the Holland Tunnel in either direction daily has steadily declined from a peak of 103,020 daily vehicles in 1999 to 89,792 vehicles in 2016. , the eastbound direction of the Holland

title: Holland Tunnel

text: 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. Following the September 11, 2001, attacks on the World Trade Center, the Holland Tunnel remained closed to all but emergency traffic for over a month, due to the Manhattan portal's proximity to the World Trade Center site. When the tunnel reopened on October 15, 2001, strict new regulations were enacted, and single-occupancy vehicles and trucks were banned from entering the tunnel. In March 2002, before all of the post-9/11 restrictions were lifted, a warehouse

title: Holland Tunnel

text: Tunnel's construction costs might be paid off sooner than expected. Trans-Hudson ferries reported that their traffic counts had been halved in the two weeks since the tunnel opened, and at least one ferry route reduced service within one month of the opening. Another ferry cut its toll rates to half those of the Holland Tunnel in an effort to recover business. The Hudson & Manhattan Railroad (later PATH), which operated rapid transit services across the Hudson River through its Uptown and Downtown Hudson Tubes, also saw a decline in ridership after the Holland Tunnel opened. Even after the start of

title: Holland Tunnel

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

title: Holland Tunnel

text: Holland Tunnel was the target, but in a later update of the source, the plot was clarified to be aimed at the PATH's tubes instead of the Holland Tunnel. , 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

title: Holland Tunnel

text: later, in August 1927. The next month, a group from the Buffalo and Niagara Frontier Port Authority Survey Commission also visited the tunnel. In October, a delegation of representatives from Detroit, Michigan, and Windsor, Ontario, toured the nearly complete Holland Tunnel to get ideas for the then-proposed Detroit–Windsor Tunnel. A reporter for "The New York Times" was able to make a test drive through the tunnel, noting that "there is no sudden pressure of wind upon the ear-drums" and that it would reduce the duration of crossing the Hudson River by between 15 and 22 minutes. Three hundred police officers

title: Holland Tunnel

text: as the sixth such landmark that was a tunnel. According to M. Ann Belkov, the National Park Service superintendent for Ellis Island, the tunnel had been granted landmark status because it had been the first "mechanically ventilated underwater vehicular tunnel" in the world. Between 2003 and 2006, the fire protection system in both tunnels was modernized. Fire extinguishers were placed in alcoves along the tunnel walls. Although the water supply was turned off, it remained in place during the renovation. The Holland Tunnel was closed on October 29, 2012, as Hurricane Sandy approached. The tunnel, like many other New York

title: Holland Tunnel

text: voted to refurbish the Holland Tunnel's administration building on the New Jersey side, as well as construct a new service building. The development of a one-man miniature electric car for tunnel police, to be installed on the tubes' catwalks, was announced in August 1954. The Port Authority tested the "catwalk car" along a stretch of the Holland Tunnel, After the car had passed its test, policemen could patrol the full length of the tubes using the catwalk car instead of having to walk the tubes' entire length. By use of a swivel seat the policemen could drive the car in

title: Holland Tunnel

text: part of the extension, the Newark Bay Bridge, opened between Bayonne and Newark Airport in April 1956; the connection between Bayonne and the 12th/14th Street viaducts was completed that September, providing direct highway connection between the Holland Tunnel and Newark Airport. The NJ Turnpike Extension, as well as the Holland Tunnel and the 12th/14th Street approaches, was designated as part of I-78 in 1958. The Port Authority voted in 1953 to replace the original tollbooths on the New Jersey side, which did not contain canopies, with an updated plaza that contained a canopy. The next year, the Port Authority also

title: Holland Tunnel

text: who would have to be relocated. The Lower Manhattan Expressway project was ultimately canceled in March 1971. In 1970, the Port Authority stopped collecting tolls for New Jersey-bound drivers through the Holland Tunnel, who used the westbound tube, while doubling tolls to $1 for New York-bound drivers, who used the eastbound tube. This was done in an effort to speed up traffic, and it was the first toll increase in the tunnel's history. Although westbound drivers initially saved time by not paying tolls, the removal of westbound tolls ultimately had an adverse effect on traffic in the Holland Tunnel. In

title: Holland Tunnel

text: 1986, the Verrazzano-Narrows Bridge, between the New York City boroughs of Brooklyn and Staten Island, stopped collecting tolls for Brooklyn-bound drivers (who were generally headed eastbound) and doubled its tolls for Staten Island-bound drivers (who were generally headed westbound). This had the effect of increasing congestion along the New Jersey-bound tube of the Holland Tunnel, which drivers could use for free. Drivers would go through New Jersey and use the Bayonne Bridge, paying a lower toll to enter Staten Island. The amount of westbound traffic in the Holland Tunnel increased compared to eastbound traffic: by 1998, there were 50,110 daily

title: Holland Tunnel

text: exhaust. The Chief Surgeon of the U.S. Board of Mines supported Singstad's position that the ventilation system could sufficiently filter the tubes' air. To affirm the ventilation system's efficacy, in November 1927, the New York and New Jersey tunnel commissions burned a car within the tunnel; the ventilation system dissipated the fire within three and a half minutes. The governors of New York and New Jersey took ceremonial rides through the tunnel in August 1926, meeting at the midpoint. The first unofficial drive through the entirety of the Holland Tunnel was undertaken by a group of British businessmen a year

title: Holland Tunnel

text: system. There was also a dispute over whether the New York City government should pay for street-widening projects on the New Jersey side. Further delays arose when the New York and New Jersey tunnel commissions could not agree over which agency would award the contract to build the construction and ventilation shafts. The most significant design aspect of the Holland Tunnel is its ventilation system; it is served by four ventilation towers designed by Norwegian architect Erling Owre. At the time of its construction, underwater tunnels were a well-established part of civil engineering, but no long vehicular tunnels had been

title: Holland Tunnel

text: parts per 10,000 parts of air. The highest recorded carbon monoxide level in the Holland Tunnel was 1.60 parts per 10,000, well below the permissible maximum of 4 parts per 10,000. The public and the press proclaimed air conditions were better in the tubes than in some streets of New York City; after the tunnel opened, Singstad stated that the carbon monoxide content in the tubes were half of those recorded on the streets. The ventilation system and other potential issues had been resolved by December 1921, and officials announced that the tunnel would break ground the following spring. Builders

title: 1949 Holland Tunnel fire

text: 1949 Holland Tunnel fire On the morning of Friday, May 13, 1949, a hazardous materials truck caught fire while passing through the Holland Tunnel, which travels under the Hudson River between New York and New Jersey. One firefighter died and 66 civilians were injured as a result of the fire. The 1996 motion picture "Daylight" starring Sylvester Stallone, was loosely based on this incident. At 8:30 a.m. a truck carrying eighty 55-gallon drums of carbon disulfide entered the southern tube at the New Jersey portal. The tunnel had two tubes, the southern one for eastbound traffic and the western one

title: 1949 Holland Tunnel fire

text: trucking company as well as the manufacturer of the carbon disulfide. The trucking company whose truck had been involved, Apex Inc., was formally banned from using the tunnel in 1950. 1949 Holland Tunnel fire On the morning of Friday, May 13, 1949, a hazardous materials truck caught fire while passing through the Holland Tunnel, which travels under the Hudson River between New York and New Jersey. One firefighter died and 66 civilians were injured as a result of the fire. The 1996 motion picture "Daylight" starring Sylvester Stallone, was loosely based on this incident. At 8:30 a.m. a truck carrying

title: Holland Tunnel

text: FDNY battalion chief and a Port Authority patrolman, died as a result of injuries sustained in fighting the fire. Due to its status as one of the few connections between Manhattan and New Jersey, the Holland Tunnel is considered to be one of the most high-risk terrorist target sites in the United States. Other such sites in New Jersey include the Lincoln Tunnel in Weehawken, the PATH station at Exchange Place in Jersey City, and the Port of Newark in Elizabeth. In 1995, Sheik Omar Abdel Rahman and nine other men were convicted of a bombing plot in which a

title: 1949 Holland Tunnel fire

text: of the fire (8:56 a.m.). They assisted drivers to escape to the north tube through cross-passages. Tunnel staff entered the New Jersey portal to evacuate the occupants there and started to reverse vehicles out, while a works brigade crew drove the wrong way along the south tube and began fighting the fire at the site of the truck where it started. At the time of the fire, the Holland Tunnel was operated by the Port Authority, which had control of various other transportation facilities in the area as well. Consequently, they had a works fire brigade at the eastern end

title: Holland Tunnel

text: either direction. Starting in the 1940s, New York City officials developed plans to connect the Holland Tunnel's Manhattan end to the Lower Manhattan Expressway, a proposed elevated highway connecting to both the Williamsburg Bridge and the Manhattan Bridge to Brooklyn. This connection would be part of I-78. In 1956, Robert Moses suggested adding a third tube to the Holland Tunnel, similar to the Lincoln Tunnel's third tube, so there would be sufficient capacity for the proposed expressway traffic. The route of the Lower Manhattan Expressway was approved in 1960, but quickly became controversial due to the large number of tenants

title: Holland Tunnel

text: joint resolution for a trans-Hudson tunnel, and Clifford Milburn Holland was named the Chief Engineer of the project. Holland stated that, based on the construction methods used for both pairs of H&M tubes (and for the downtown pair in particular), it should be relatively easy to dig through the mud on the bottom of the Hudson River, and that construction should be completed within two years. The federal government refused to finance the project, even in part, and so it was the states' responsibility to raise the funds. In June 1919, U.S. Senator and former New Jersey governor Edge presented

title: Holland Tunnel

text: ends of both tubes were scheduled to be "holed through", or connected to each other, at a ceremony on October 29, 1924, in which President Calvin Coolidge would have remotely set off an explosion to connect the two sides of the tunnel. However, two days before the holing-through ceremony supposed to take place, Holland died of a heart attack at the sanatorium in Battle Creek, Michigan, aged 41. Individuals cited in "The New York Times" attributed his death to the stress he endured overseeing the tunnel's construction. The ceremony was postponed out of respect for Holland's death. The tunnel was

title: Holland Tunnel

text: were originally engineered to minimize staining. The majority of the tiles are white, but there is a two-tile-high band of yellow-orange tiles at the bottom of each tube's walls, as well as two-tile-high band of blue tiles on the top. The northern tube, which carries westbound traffic, originates at Broome Street in Manhattan between Varick and Hudson Streets; it continues to 14th Street east of Marin Boulevard in Jersey City. The southern tube, for eastbound traffic, originates at 12th Street east of Marin Boulevard, and surfaces at the Holland Tunnel Rotary in Manhattan. The entrance and exit ramps to and

title: Holland Tunnel

text: stated that the ceiling-replacement project was the first one of its kind in the world. In 1988, after the ceiling renovations had been completed, work started on replacing the 8-lane tollbooth, which consisted of six lanes built in the 1950s and two additional lanes built in the 1980s. The new $54 million tollbooth contained 9 lanes and a central control center. The Holland Tunnel was listed as a National Historic Landmark on June 27, 1993, becoming part of the National Register of Historic Places. With this designation, it became the 92nd National Historic Landmark in New York City, as well

title: Holland Tunnel

text: built, as all of the existing tunnels under New York City waterways carried only railroads and subways. These tubes did not have as much of a need for ventilation, since the trains that used the tubes were required to be electrically powered, and thus emitted very little pollution. On the other hand, the traffic in the Holland Tunnel consisted mostly of gasoline-driven vehicles, and ventilation was required to evacuate the carbon monoxide emissions, which would otherwise asphyxiate the drivers. There were very few tunnels at that time that were not used by rail traffic; the most notable of these non-rail

title: Holland Tunnel

text: Avenue was also widened and extended between Greenwich Village and Church Street. Ten thousand people were evicted to make way for the Sixth Avenue extension. The north-south Church Street was widened and extended southward to Trinity Place; West Street was expanded and supplemented with an elevated highway; and the west-east Vestry and Laight Streets were also widened. On the New Jersey side, the Holland Tunnel was to connect a new highway (formerly the ; now New Jersey Route 139), which extended westward to Newark. This included a viaduct, rising from 12th and 14th Streets, at the bottom of the Palisades,

title: Clifford Milburn Holland

text: Holland Tunnel in his memory by the New York State Bridge and Tunnel Commission and the New Jersey Interstate Bridge and Tunnel Commission on November 12, 1924. Clifford Milburn Holland Clifford Milburn Holland (March 13, 1883 – October 27, 1924) was an American civil engineer who oversaw the construction of a number of subway and automobile tunnels in New York City, and for whom the Holland Tunnel is named. Holland was born in Somerset, Massachusetts. He was the only child of Edward John Holland and Lydia Frances Hood. He graduated from Harvard University with a B.A. in 1905 and a

title: Holland Tunnel

text: another iteration of the Hudson River Tunnel bill to the U.S. Senate, where it was approved. The New York and New Jersey governments signed a contract in September 1919, in which the states agreed to build, operate, and maintain the tunnel in partnership. The contract was signed by the states' respective tunnel commissions in January 1920. Under Holland's plan, each of the two tubes would have an outside diameter of including exterior linings, and the tubes would contain 2-lane roadways with a total width of . One lane would be for slower traffic, and the other would be for faster

title: Long Dock Tunnel

text: where it intersects Palisade Avenue and passes over Interstate 78. Part of the viaduct which carried trains to the yards and the terminals is parallel to Boyle Plaza (the entrance and exit roads for the Holland Tunnel) and now serves as an access road to Newport Mall as the current 11th Street. Long Dock Tunnel The Long Dock Tunnel is a freight rail tunnel in Jersey City, New Jersey that is part of the North Jersey Shared Assets Area and used by CSX Transportation on the National Docks Secondary. The single track (formerly dual track) tunnel runs through Bergen Hill,

title: Holland Tunnel

text: tunnels, the Blackwall Tunnel and Rotherhithe Tunnel in London, did not need mechanical ventilation. However, a tunnel of the Hudson River Tunnel's length required an efficient method of ventilation, so Chief Engineer Singstad pioneered a system of ventilating the tunnel transversely (perpendicular to the tubes). In October 1920, General George R. Dyer, the chairman of the New York Tunnel Commission, published a report in which he stated that Singstad had devised a feasible ventilation system for the Hudson River Tunnel. Working with Yale University, the University of Illinois, and the United States Bureau of Mines, Singstad built a test tunnel

title: Holland Tunnel

text: Evans Edge convened the Hudson River Bridge and Tunnel Commission of New Jersey, which would work with the New York Bridge and Tunnel Commission to construct the new tunnel. In March 1918, a report was sent to the New York State Legislature, advocating for the construction of the tunnel as soon as possible. That year, six million dollars in funding for the Hudson River Tunnel was proposed in two bills presented to subcommittees of the United States Senate and House of Representatives. The bill was voted down by the Interstate Commerce Committee before it could be presented to the full

title: Holland Tunnel

text: plans to the Bridge and Tunnel Commission. New York City merchants mainly advocated for the tunnel plan, while New Jerseyans and New York automobile drivers mostly supported the bridge plan. Meanwhile, the New York State Bridge and Tunnel Commission indicated that it favored the Canal Street tunnel plan. On the other hand, the 57th Street bridge plan remained largely forgotten. The Public Service Commission of New Jersey published a report in April 1917, stating that the construction of a Hudson River vehicle tunnel from Lower Manhattan to Jersey City was feasible. That June, following this report, New Jersey Governor Walter

title: Holland Tunnel

text: in the middle of the tunnel that had no reception. The cost of the project increased as work progressed. In July 1923, the New York and New Jersey Vehicular Tunnel Commission had revised plans for the entrance and exit plazas on each side to accommodate an increase in traffic along Canal Street on the Manhattan side. The commission had spent $2.1 million to acquire land. Further redesigns were made in January 1924 due to a change of major components in the tunnel plan, including tunnel diameters and ventilation systems, which had increased the cost by another $14 million. The two

title: Holland Tunnel

text: been passed in the New York legislature. The legislature of New Jersey approved a $5 million bond issue for the tunnel in December 1920. The first bid for constructing the Hudson River Tunnel, a contract for digging two of the tunnel's eight planned shafts, was advertised in September 1920. A groundbreaking for the Hudson River Tunnel's ventilation shaft, which marked the official start of construction on the tunnel, occurred on October 12, 1920, at Canal and Washington Streets on the Manhattan side. However, further construction of the Hudson River Tunnel was soon held up due to concerns over its ventilation

title: Holland Tunnel

text: lowest point of the roadways is about below mean high water, and the lowest point of the tunnel ceiling is about below mean high water. The tubes descend at a maximum grade of 4.06% and ascend at a grade of up to 3.8%. The tubes stretch an additional from the eastern shoreline to the New York portals, and from the western shoreline to the New Jersey portals. These sections of the tunnel are more rectangular in shape, since they were built as open cuts that were later covered over. The walls and ceiling are furnished with glazed ceramic tiles, which

title: Holland Tunnel

text: somewhere underneath the riverbed. The tunnel was to be long between portals, and the roadway was to descend to a maximum depth of below mean high water level. The start of construction for the tubes from the New Jersey side was delayed because the Hudson River Vehicular Tunnel Commission had not yet acquired some of the land for the project. Although Jersey City officials had insisted that the Tunnel Commission widen 12th and 14th Streets in Jersey City, these officials were involved in a disagreement over sale prices with the Erie Railroad, which owned some of the land that was

title: Holland Tunnel

text: Ole Singstad and the two states' tunnel commissions tested the tunnel's ventilation system by releasing gas clouds in one of the tubes in February 1927. Singstad subsequently declared that the ventilation system was well equipped to ventilate the tunnel air. However, the New York Board of Trade and Transportation disagreed, stating that the system would be inadequate if there was a genuine incident within the tunnel. In April 1927, the board had conducted their own tests with two lighted candles, and a cloud of smoke had filled the entire tube before the ventilation system was able to perform a full

title: Holland Tunnel

text: to be acquired for the street widening. As a result, work on the Hudson River Tunnel was delayed by one year and could not be completed before 1926 at the earliest. Work on the New Jersey side finally started on May 30, 1922, after Jersey City officials continued to refuse to cede public land for the construction of the tunnel's plazas. The Jersey City Chamber of Commerce wrote a letter that denounced this action, since the New Jersey Tunnel Commission's members on the Hudson River Tunnel Commission had not been notified of the groundbreaking until they read about it in

title: Holland Tunnel

text: per day, as of 1913, that traveled between New York and New Jersey. The Bridge Commission hosted several meetings to tell truck drivers about the details of both the 57th Street Bridge and Canal Street Tunnel plans. The United States Department of War brought up concerns about the 57th Street bridge plans: the span would need to be at least above the mean high water to avoid interfering with shipping. By comparison, the tunnel would be below mean water level. The Interstate Bridge Commission, which had been renamed the New York State Bridge and Tunnel Commission in April 1913, published

title: Holland Tunnel

text: fire near the eastbound tube's New Jersey portal caused the tunnel to be closed entirely for five days; the fire continued for over a week. That April, all trucks were banned from the westbound tube, and trucks with more than three axles were also banned from the eastbound tube. Single-occupant vehicles were prohibited in the tunnel on weekday mornings between 6:00 am and 10:00 am until November 17, 2003, when the restrictions were lifted. In 2006, a plot to detonate explosives in a Hudson River tunnel was uncovered by the Federal Bureau of Investigation. It was originally reported that the

title: Holland Tunnel

text: the cost estimate for the tunnel was increased from $28 million to $42 million in January 1924. By March 1924, all seven of the ventilation shafts had been dug, and three of the four shields that were digging underwater had passed through their respective underwater construction shafts, with the fourth shield nearing its respective shaft. Workers also performed tests to determine whether they could receive radio transmissions while inside the tunnel. They found that they were able to receive transmissions within much of the Hudson River Tunnel. However, a New Jersey radio station later found that there was a spot

title: Holland Tunnel

text: a report that same month, stating that the Canal Street tunnel would cost $11 million while the 57th Street bridge would cost $42 million. In October 1913, Jacobs and Davies stated that a pair of tunnels, with each tube carrying traffic in one direction, would cost only $11 million, while a bridge might cost over $50 million. Moreover, the low elevation and deep bedrock of Lower Manhattan was more conducive to a tunnel than to a bridge. By the end of that year, the consulting engineers for both the 57th Street Bridge and the Canal Street Tunnel had submitted their

title: Tunnel

text: Station Norfolk. Water-crossing tunnels built instead of bridges include the Holland Tunnel and Lincoln Tunnel between New Jersey and Manhattan in New York City; the Queens-Midtown Tunnel between Manhattan and the borough of Queens on Long Island; the Detroit-Windsor Tunnel between Michigan and Ontario; and the Elizabeth River tunnels between Norfolk and Portsmouth, Virginia; the 1934 River Mersey road Queensway Tunnel; the Western Scheldt Tunnel, Zeeland, Netherlands; and the North Shore Connector tunnel in Pittsburgh, Pennsylvania. Other reasons for choosing a tunnel instead of a bridge include avoiding difficulties with tides, weather, and shipping during construction (as in the Channel

title: Clifford Milburn Holland

text: Clifford Milburn Holland Clifford Milburn Holland (March 13, 1883 – October 27, 1924) was an American civil engineer who oversaw the construction of a number of subway and automobile tunnels in New York City, and for whom the Holland Tunnel is named. Holland was born in Somerset, Massachusetts. He was the only child of Edward John Holland and Lydia Frances Hood. He graduated from Harvard University with a B.A. in 1905 and a B.S. in Civil Engineering in 1906. On November 5, 1908 he married Anna Coolidge Davenport (1885–1973). They had four daughters. Holland began his career in New York

title: 60th Street Tunnel

text: was constructed to the north. Clifford Milburn Holland served as the engineer-in-charge. The tunnel opened to revenue service on Sunday, August 1, 1920, at 2 am with a holiday schedule, the same day as the Montague Street Tunnel. Regular service began Monday, August 2, 1920. The two new tunnels allowed passengers to make an trip from Coney Island, through Manhattan, to Queens for a 5 cent fare. The original construction cost was $5,617,008.97. Originally, the tunnel only connected the BMT Broadway Line to the Queensboro Plaza station, where trains terminated, and passengers could transfer to elevated trains to continue along

title: 1949 Holland Tunnel fire

text: fire. After this, the tunnel ventilation system was turned to full extract and full supply in order to extract smoke and reduce the likelihood of other spontaneous ignitions. New Jersey firemen succeeded in extinguishing the second fire, and cleared a path for brigade vehicles to the first fire site where they linked up with the New York firemen. The tunnel fire main, a water pipe cast directly into the secondary concrete lining, continued to function throughout the fire. The FDNY supplemented this with water from a hose. The fire was the first time in the FDNY's history that it had

title: Lincoln Tunnel

text: attributed to disputes over tunnel approaches, and it opened in 1957. Since then, the Lincoln Tunnel has undergone a series of gradual improvements, including changes to security and tolling methods. The Lincoln Tunnel is one of two automobile tunnels built under the Hudson River, the other being the Holland Tunnel between Jersey City, New Jersey and Lower Manhattan. The Lincoln Tunnel is also one of six tolled crossings in the New York area owned by the Port Authority of New York and New Jersey. The tolls on each crossing are only collected in the eastbound direction. , both directions of

title: Holland Tunnel

text: than tunnels. These three locations were considered to be the only suitable locations for suspension bridges; other sites were rejected on the grounds of aesthetics, geography, or traffic flows. John Vipond Davies, one of the partners for the consulting firm Jacobs and Davies (which had constructed the Uptown Hudson Tubes), wanted to build a vehicular tunnel between Canal Street, Manhattan, and 13th Street, Jersey City. This proposal would compete with the six-lane suspension bridge at 57th Street. Some plans provided for the construction of both the bridge and the tunnel. The ferries could not accommodate all of the 19,600 vehicles

title: Montague Street Tunnel

text: Montague Street Tunnel The Montague Street Tunnel is a rail tunnel of the New York City Subway under the East River between the boroughs of Manhattan and Brooklyn, connecting the BMT Broadway Line and BMT Fourth Avenue Line. The R uses the tunnel at all times, the N uses it during late nights, and during rush hours, several W trains per day in each direction use the tunnel. Construction of the tunnel began on October 12, 1914, using a tunneling shield in conjunction with compressed air. The tunnel was designed by civil engineer Clifford Milburn Holland, who would later serve

title: Detroit–Windsor Tunnel

text: both banks. The tubes were then covered over in the trench by of mud. Because the tunnel essentially sits on the river bottom, there is a wide no-anchor zone enforced on river traffic. The tunnel is short of a mile at . At its lowest point, the two-lane roadway is below the river surface. The Detroit–Windsor Tunnel was completed in 1930. It was the third underwater vehicular tunnel constructed in the United States, following the Holland Tunnel, between Jersey City, New Jersey, and downtown Manhattan, New York, and the Posey Tube, between Oakland and Alameda, California. Its creation followed the

title: Lincoln Tunnel

text: 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

title: Lincoln Tunnel

text: 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.

title: Holland Plaza Building

text: the Metropolitan Life Insurance Company. The building, now known as One Hudson Square, was designated a New York City landmark on August 6, 2013. Notes Holland Plaza Building The Holland Plaza Building an 18-story industrial building located in the Tribeca neighborhood of Manhattan, New York City. It was built in 1929 and 1930 and was designed by noted architect Ely Jacques Kahn in the modern-classical style. The building – which is located at 75 Varick Street on a lot bounded by Canal Street, Hudson Street, and Watts Street, and faces the entrance to the Holland Tunnel – was commissioned by

title: Holland Plaza Building

text: Holland Plaza Building The Holland Plaza Building an 18-story industrial building located in the Tribeca neighborhood of Manhattan, New York City. It was built in 1929 and 1930 and was designed by noted architect Ely Jacques Kahn in the modern-classical style. The building – which is located at 75 Varick Street on a lot bounded by Canal Street, Hudson Street, and Watts Street, and faces the entrance to the Holland Tunnel – was commissioned by Abe Adelson, and was built by the New York Investing Company on land owned by Trinity Church. Hudson Square being at this time New York's

title: Lincoln Tunnel

text: 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

title: Holland Tunnel

text: on the New Jersey side. A new viaduct for westbound traffic would connect the intersection of 14th Street and Jersey Avenue, outside the Holland Tunnel's exit portal, to Hoboken Avenue and NJ 139, on top of the Palisades. This would supplement an existing bidirectional viaduct, which connected Hoboken Avenue with 12th Street and currently only carries eastbound traffic. The 14th Street viaduct was first opened for vehicular use in January 1951, although the road was not complete; it was officially completed that February. The 12th and 14th Street viaducts were later also connected to the NJ Turnpike Extension. The first

title: Holland Tunnel

text: two-lane tubes, and that widening the approach roads on each side would cost millions of dollars more. The commission then voted to forbid any further consideration of Goethals's plan. Holland defended his own plan by pointing out that the roadways in Goethals's plan would not only feature narrower road lanes, but also would have ventilation ducts that were too small to ventilate the tube efficiently. In May 1920, the New Jersey legislature voted to approve the start of construction, overriding a veto from the New Jersey governor. The same month, the New York governor signed a similar bill that had

title: Holland Tunnel

text: Tunnel was used by 14,871,543 vehicles annually. The Holland Tunnel was designed by Clifford Milburn Holland, chief engineer on the project, who died in October 1924, before it was completed. He was succeeded by Milton Harvey Freeman, who died less than a year after Holland did. Afterward, Ole Singstad oversaw the completion of the tunnel. The tunnel was designated a National Historic Civil and Mechanical Engineering Landmark in 1982 and a National Historic Landmark in 1993. Emergency services at the Holland Tunnel are provided by the Port Authority's Tunnel and Bridge Agents, who are stationed at the Port Authority's crossings.

title: Holland Tunnel

text: corresponding increase in truck traffic, which would then cause the tunnel to reach its maximum traffic capacity shortly after its opening. The Holland Tunnel was immediately popular: on November 13, a Sunday, it saw 52,285 vehicles on the first day of operation, more than its projected maximum capacity. The lines to enter the tunnel stretched for miles on either end, although most of these vehicles were passenger cars who were making a round trip to tour the tunnel. On November 14, the Holland Tunnel's first weekday of operation, the tunnel carried 17,726 cars. Traffic counts in the Holland Tunnel remained

title: Holland Tunnel

text: relatively steady until the following weekend, when over 40,000 vehicles went through the tunnel. The first holiday rush period for the Holland Tunnel occurred two weeks after the tunnel's opening, when around 30,000 motorists used the tunnel over the Thanksgiving holiday; there were no major traffic disruptions. A half-million vehicles had passed through the Holland Tunnel within three weeks, and a million had used the tubes by New Year's Day. Within the tunnel's first year, 8.5 million vehicles had used it, and the toll revenue had grossed $4.7 million in profit; it was estimated that at this rate, the Holland

title: Holland Tunnel

text: fans blow fresh air into ducts, which in turn provide air intake to the tunnel via openings at the tubes' curbside. The ceiling contains slits, which are used to exhaust air. The fans can replace all of the air inside the tunnel every 90 seconds. A forced ventilation system is essential because of the poisonous carbon monoxide component of automobile exhaust, which constituted a far greater percentage of exhaust gases before catalytic converters became prevalent. The approach to the Holland Tunnel in Jersey City begins where the lower level of NJ 139 and the Newark Bay Extension merge. On May

title: Holland Tunnel

text: were trained in advance of the Holland Tunnel's opening, and bus companies started receiving franchises to operate buses through the tunnel. The Holland Tunnel was officially opened at 4:55 p.m. (EST) on November 12, 1927. President Coolidge ceremonially opened the tunnel from his yacht by turning the same key that had "opened" the Panama Canal in 1915. "Time" magazine called it "the golden lever of the Presidential telegraphic instrument." It rang a giant brass bell at the tunnel's entrances that triggered American flags on both sides of the tunnel to separate. The tunnel's opening ceremony was broadcast on local radio

title: Holland Tunnel

text: City tunnels, was flooded by the high storm surge. It remained closed for several days, opening for buses only on November 2 and to all traffic on November 7. The first fatal vehicular crash in the Holland Tunnel happened in March 1932, four and a half years after it opened. One person died and two others were injured. The 1949 Holland Tunnel fire, which started aboard a chemical truck, caused severe damage to the south tube of the tunnel. The fire resulted in 69 injuries and nearly $600,000 worth of damage to the structure. In addition, two first responders, a

title: Holland Tunnel

text: May 1926, the tubes had been almost completely furnished: the polished-white tile walls were in place, as were the bright lighting systems and the Belgian-block-and-concrete road surfaces. The tile surfaces were specially engineered so that they could maintain their coloring even after years of use, and the lighting systems used in the Holland Tunnel were designed to allow motorists to adjust to a gradual change in lighting levels just before leaving the tubes. The ventilation towers were the only major component of the Holland Tunnel that was not completed, but major progress had been made by the end of 1926.

title: Holland Tunnel

text: to cross the tunnel if they paid a toll described as "not encouraging," but the idea was never seriously considered. The Holland Tunnel was expected to relieve congestion on the vehicular ferries across the Hudson River, since the capacity of the tunnel was similar to that of the vehicular ferries. Upon opening, it had been estimated that up to 15 million vehicles per year could use the tunnel in both directions, equating to a maximum daily capacity of 46,000 vehicles or an hourly capacity of 3,800 vehicles. Singstad stated that increasing freight traffic across the river would result in a

title: Holland Tunnel

text: the world's longest continuous underwater vehicular tunnel, as well as the world's first tunnel designed specifically for vehicular traffic. Each passenger car paid a 50-cent toll (worth about $ in ). Tolls for other vehicular classes ranged from 25 cents for a motorcycle to two dollars for large trucks. Commuter bus routes, which paid a 50-cent-per-vehicle toll, began operating through the tunnel in December 1927. Truckers subsequently objected that these rates were too high, as the Holland Tunnel truck tolls were double the tolls that were charged on the trans-Hudson ferries; by contrast, the tunnel's passenger vehicle, motorcycle, and bus

title: Holland Tunnel

text: 6, 1936, the section of what became NJ 139/I-78 between Jersey Avenue and Marin Boulevard was named in memory of John F. Boyle, the former interstate tunnel commissioner. Despite being part of the Interstate Highway System, I-78 and NJ 139 run concurrently along 12th and 14th Streets to reach the Holland Tunnel. Westbound traffic uses 14th Street while eastbound traffic uses 12th Street. The plaza was restored and landscaped by the Jersey City government in 1982. There is a nine-lane toll plaza for eastbound traffic only at the eastern end of 12th Street, just west of the tunnel portal. The

title: Holland Tunnel

text: from each portal are lined with granite and are wide. Although the two tubes' underwater sections are parallel and adjacent to each other, the tubes' portals on either side are located two blocks apart in order to reduce congestion on each side. The Holland Tunnel's tubes initially contained a road surface made of Belgian blocks and concrete, but this was replaced with asphalt in 1955. Each tube contains a catwalk on its left (inner) side, raised above the roadway. Five emergency-exit cross-passages connect the two tubes' inner catwalks. When the Holland Tunnel opened, the catwalk was equipped with police booths

title: Holland Tunnel

text: The Holland Tunnel was the first mechanically ventilated underwater vehicular tunnel in the world. It contains a system of vents that run transverse, or perpendicular, to the tubes. Each side of the Hudson River has two ventilation shaft buildings: one on land, and one in the river approximately from the respective shoreline. All of the ventilation buildings have buff brick facades with steel and reinforced-concrete frames. The shafts within the river rise above mean high water; their supporting piers descend , of which are underwater and are embedded in the riverbed. The river shafts double as emergency exits by way

title: Holland Tunnel

text: ceilings, which were deteriorating due to water damage, started in 1983. The ceilings were replaced at a total cost of $78 million, and the south tube's ceiling was renovated first. Since the Holland Tunnel had to remain open during the renovation, 4,000 modular concrete ceiling panels were made offsite, and narrow lift trucks parked in one of the tube's two lanes installed the panels while traffic continued to move through the tube's other lane. The panels were each designed to the specifications of a certain section of tube, such that none of the ceiling panels were identical; the Port Authority

title: Holland Tunnel

text: subsequently rejected Goethals's plan in favor of a twin-tube proposal that Holland had devised, which was valued at around $28.7 million. When Goethals asked why, the commission responded that Goethals's proposal had never been tested; that it was too expensive; and that the tunnel plans had many engineering weaknesses that could cause the tube to flood. Additionally, while a tube with three lanes in each direction would be able to handle more traffic than a tube with two lanes, projections showed that traffic on the tunnel's approach roads could barely handle the amount of traffic going to and from the

title: Holland Tunnel

text: the following day's newspapers. In mid-June, a state chancellor made permanent an injunction that banned Jersey City officials from trying to preclude construction on the Hudson River Tunnel. The Hudson River Tunnel Commission ultimately decided that Jersey City would not have its own groundbreaking celebration due to the city's various efforts at blocking the tunnel's construction. However, although Jersey City officials had been primarily accused of delaying construction, officials from both states had wanted the Tunnel Commission to widen the approach streets to the Hudson River Tunnel as part of the construction process. For the project, six tunnel digging shields

title: Holland Tunnel

text: in three years. Subsequently, John F. O'Rourke offered to build the tunnel for $11.5 million. Goethals cited the area's freight traffic as one of the reasons for constructing the tube. His proposal would use a diameter shield to dig the tunnel. This large tunnel size was seen as a potential problem, since there were differences in the air pressure at the top and the bottom of each tunnel, and that air pressure difference increased with a larger tunnel diameter. Thus, five engineers were assigned to examine the feasibility of Goethals's design. In July 1919, President Woodrow Wilson ratified a Congressional

title: Clifford Milburn Holland

text: City working as an assistant engineer on the construction of the Joralemon Street Tunnel, after which he served as the engineer-in-charge of construction of the Clark Street Tunnel, 60th Street Tunnel, Montague Street Tunnel and 14th Street Tunnel. Holland was the first chief engineer on the Hudson River Vehicular Tunnel project. Holland died of a heart attack at a health center in Battle Creek, Michigan, at the age of 41, having been sent there following a nervous breakdown caused by the long hours and stress caused by working in the compressed air of the tunnel. The project was renamed the

title: Holland Tunnel

text: massive metal boxes with varying dimensions, but each contained walls. Sandhogs entered the tunnel through a series of airlocks, and could only remain inside of the tunnel for a designated time period. On exiting the tunnel, sandhogs had to undergo controlled decompression to avoid decompression sickness or "the bends", a condition in which nitrogen bubbles form in the blood from rapid decompression. The rate of decompression rate for sandhogs working on the Hudson River Tunnel was described as being "so small as to be negligible". Sandhogs underwent such decompressions 756,000 times throughout the course of construction. which resulted in 528

title: Lincoln Tunnel

text: 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 "Don't Mark Time, Make Time, Use the Lincoln Tunnel", which was selected from a set of 3,500 Port Authority employees' proposals. The Lincoln Tunnel saw 1,790,640 vehicles during its first year of operation, but it was not yet profitable: even after all toll revenues were accounted for, the Port Authority

title: Holland Tunnel

text: rings, in turn, are covered by a layer of concrete. Each tube provides a roadway with two lanes and of vertical clearance. The north tube is between portals, while the south tube is slightly shorter, at . If each tube's immediate approach roads are included, the north tube is long and the south tube long. Most vehicles carrying hazmats, trucks with more than three axles, and vehicles carrying trailers cannot use the tunnel. There is a width limit of for vehicles entering the tunnel. Both tubes' underwater sections are long and are situated in the silt beneath the river. The

title: Holland Tunnel

text: in the bureau's experimental mine at Bruceton, Pennsylvania, measuring over long, where cars were lined up with engines running. Volunteer students were supervised as they breathed the exhaust in order to confirm air flows and tolerable carbon monoxide levels by simulating different traffic conditions, including backups. The University of Illinois, which had hired the only professors of ventilation in the United States, built an experimental ventilation duct at its Urbana campus to test air flows. In October 1921, Singstad concluded that a conventional, longitudinal ventilation system would have to be pressurized to an air flow rate of along the tunnel.

title: Detroit–Windsor Tunnel

text: Detroit–Windsor Tunnel The Detroit–Windsor Tunnel (French: Tunnel Detroit-Windsor), also known as the Detroit-Canada Tunnel, is a highway tunnel connecting Detroit, Michigan, in the United States, with Windsor, Ontario, in Canada. It is the second busiest crossing between the United States and Canada. The Detroit–Windsor Tunnel was built by the firm Parsons, Klapp, Brinckerhoff and Douglas (the same firm that built the Holland Tunnel). The executive engineer was Burnside A. Value, the engineer of design was Norwegian-American engineer Søren Anton Thoresen, while fellow Norwegian-American Ole Singstad consulted, and designed the ventilation. The method used to construct the tunnel was immersed tube

title: Detroit–Windsor Tunnel

text: air ducts. One hundred foot ventilation towers on both ends of the tunnel enable air exchange once every 90 seconds. Detroit–Windsor Tunnel The Detroit–Windsor Tunnel (French: Tunnel Detroit-Windsor), also known as the Detroit-Canada Tunnel, is a highway tunnel connecting Detroit, Michigan, in the United States, with Windsor, Ontario, in Canada. It is the second busiest crossing between the United States and Canada. The Detroit–Windsor Tunnel was built by the firm Parsons, Klapp, Brinckerhoff and Douglas (the same firm that built the Holland Tunnel). The executive engineer was Burnside A. Value, the engineer of design was Norwegian-American engineer Søren Anton Thoresen,

title: Holland Tunnel

text: On the other hand, the tunnel could be adequately ventilated transversely if the compartment carrying the tube's roadway was placed in between two plenums. A lower plenum below the roadway floor could supply fresh air, and an upper plenum above the ceiling could exhaust fumes at regular intervals. Two thousand tests were performed with the ventilation system prototype. The system was determined to be of sufficiently low cost, relative to the safety benefits, that it was ultimately integrated into the tunnel's design. By the time the tunnel was in service, the average carbon monoxide content in both tunnels was 0.69

title: Holland Tunnel

text: were to be delivered. These shields comprised cylinders whose diameters were wider than the tunnel bores, and these cylinders contained steel plates of various thicknesses on the face that was to be driven under the riverbed. Four of the shields would dig the Hudson River Tunnel under the river, while the remaining two shields would dig from the Hudson River west bank to the Jersey City portals. They could dig through rock at a rate of per day, or through mud at a daily rate of . The air compressors would provide an air pressure of . The shovels used

title: Holland Tunnel

text: short time afterward. The caissons were completed and launched into the river in December, and after the caissons were outfitted with the requisite equipment such as airlocks, tugboats dropped the caissons into place in January 1923. Officials projected that at this rate of progress, the tunnel would be finished within 36 months, by late 1926 or early 1927. Tunnel construction required the sandhogs to spend large amounts of time in the caisson under high pressure of up to , which was thought to be necessary to prevent river water from entering prior to completion of the tubes. The caissons were

title: Holland Tunnel

text: Senate. The original plans for the Hudson River tunnel were for twin two-lane tubes, with each tube carrying traffic in a single direction. A request for proposals for the tunnel was announced in 1918, and eleven such requests were considered. One of these proposals, authored by engineer George Goethals, was for a bi-level tube. A modification of Jacobs and Davies' 1913 plan, the Goethals proposal specified that each level would carry three lanes of traffic, and that traffic on each level would run in a different direction. Goethals stated that his plan would cost $12 million and could be completed

title: Lincoln Tunnel

text: 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

title: The Holland Hotel

text: The Holland Hotel The Holland Hotel is a hotel in Alpine, Texas that has been operating since 1912. The hotel was built by Mr. John R. Holland, a prominent cattleman at the time. According to Mr. Holland, Alpine needed a place where the travelers of the booming mining industry could stay the night. The hotel was finished during the mercury-mining boom, therefore becoming very successful in the community as both a business and a social and civic center. After Mr. Holland’s death, his son Clay took over the hotel. In 1928, Clay Holland commissioned the architects Trost and Trost and

title: Holland, Michigan

text: of Clay in 2006. Ed McMahon visited Tulip Time in 2007 along with Bobby Vinton. Comedian Bill Cosby headlined the 2014 Tulip Time Festival. Holland is located on Lake Macatawa, near the shores of Lake Michigan. Scattered along the shoreline are many public beach accesses. The best known are Holland State Park and Tunnel Park. Smaller beaches along Lake Michigan are present but not well marked. Public accesses are frequent along dead-end streets bordering the shoreline. The city's primary shopping district is centered along 8th Street, the city's main street downtown. Retailers include a diverse selection of locally owned small

title: Joralemon Street Tunnel

text: alignment issues, resulting in the reconstruction of large segments of the tunnel to ensure safe subway operations. A construction accident on March 28, 1905 in the pressurized tunnel, led to a blowout which propelled a worker through the mud and 40 feet into the air. The construction of the tunnel also saw the conversion of 58 Joralemon Street into a fan plant (a type of ventilation building) and emergency exit for the IRT subway system. Clifford Milburn Holland served as the assistant engineer during the construction of the tunnel. The first train ran through the Joralemon Street Tunnel to Brooklyn

title: Holland Tunnel

text: Highway Commission had sent them. In March 1925, the Highway Commission decided that construction on the approach roads would begin regardless of Erie's response, and so the land would be taken using eminent domain. This led to a legal disagreement between the Erie and the Highway Commission. The Erie maintained that it absolutely needed 30 feet of land along 12th Street, while the Highway Commission stated that the most direct approach to the eastbound Holland Tunnel's 12th Street portal should be made using 12th Street. The commission rejected a suggestion that it should use 13th Street, one block north, because

title: Holland Tunnel

text: were removed around 1982 or 1983. A bust of Holland sits outside the entrance to the westbound tube in Freeman Plaza. A business improvement district for the area, the Hudson Square Connection, was founded in 2009 with the goal of repurposing the square for pedestrian use. Hudson Square Connection and the Port Authority collaborated to create a five-year, $27 million master plan for Freeman Plaza. In 2013, Freeman Plaza West was opened to the public. Bounded by Hudson, Broome, and Watts Streets, it features umbrellas, bistro tables and chairs, and tree plantings. In 2014, Freeman Plaza East and Freeman Plaza

title: The Supremes Sing Holland–Dozier–Holland

text: standard "Always in My Heart." The versions of "Love Is In Our Hearts" are different on the monaural and stereo versions of the original LP. This is what the journalist Wayne Brasler (University of Chicago Lab Schools) was told by a Motown vice president. He also was told "Remove This Doubt" had been recorded around 1964. All songs written by Holland–Dozier–Holland and produced by Brian Holland and Lamont Dozier. "Mother You, Smother You" and "I'll Turn to Stone" were co-written by R. Dean Taylor. The Supremes Additional personnel The Supremes Sing Holland–Dozier–Holland The Supremes Sing Holland–Dozier–Holland (issued in Europe as