Lincoln Tunnel

Lincoln Tunnel

Company type	Vehicular tunnel
Industry	Transportation
Founded	1934
Founder	Ole Singstad (engineer)
Headquarters	New York City and Weehawken , United States
Area served	New Jersey, New York City
Key people	Port Authority of New York and New Jersey (operator)
Products	Vehicular transportation under the Hudson River
Parent	Port Authority of New York and New Jersey

The Lincoln Tunnel is a vehicular passage running beneath the Hudson River, linking Weehawken, New Jersey with Midtown Manhattan, New York City. On the New Jersey side, it carries New Jersey Route 495, while in New York it follows the unsigned New York State Route 495. Conceived by engineer Ole Singstad and named in honor of Abraham Lincoln, the tunnel consists of three separate tubes, each containing two lanes. The middle tube accommodates reversible lanes depending on traffic flow, whereas the northern and southern tubes serve exclusively westbound and eastbound traffic, respectively.

Initially known as the Midtown Hudson Tunnel during its planning phase in the late 1920s and early 1930s, the Lincoln Tunnel was constructed in phases between 1934 and 1957. The central tube's opening in 1937 was delayed due to funding constraints caused by the Great Depression. Work on the northern tube commenced in 1936 but was halted because of material shortages during World War II, eventually opening in 1945. To meet increasing traffic demands, a third tube was proposed in 1950; however, disagreements concerning tunnel access delayed its construction until 1954, with completion in 1957. Since then, the tunnel has undergone continuous improvements, including enhancements to security measures and updates to toll collection systems.

As one of two automobile tunnels beneath the Hudson River—the other being the Holland Tunnel, which connects Jersey City, New Jersey to Lower Manhattan—the Lincoln Tunnel is part of six toll crossings managed by the Port Authority of New York and New Jersey. Toll collection occurs solely for vehicles traveling toward Manhattan. , an average of 112,995 vehicles pass through the tunnel daily. It constitutes a segment of New Jersey Route 495 west of the river and New York State Route 495 eastward, although the latter remains unsigned and inconsistently referenced in official records.

Tubes

The trio of tubes, operated by the Port Authority of New York and New Jersey (formerly known as Port of New York Authority), provides six lanes for traffic and accommodates approximately 112,995 vehicles each day (2016 data). In 2017, tolls were collected eastbound on 19,039,210 occasions. Typically, the center tube features one lane per direction but can switch lanes to accommodate peak traffic flows. The northern and southern tubes are dedicated exclusively to westbound and eastbound travel, respectively. While primarily designed for motor vehicles, special events such as bicycle tours and foot races have been arranged occasionally.

Each tube includes a roadway wide enough for two lanes and offers a vertical clearance suitable for most vehicles. Restrictions apply: hazardous materials transportation is generally prohibited; trucks are not permitted in the center tube; and there is a maximum vehicle width limit enforced.

Although all three tunnels originate close together on the New Jersey side, their Manhattan portals vary slightly in location. The northern tube's eastern portal lies near Eleventh Avenue between 38th and 39th Streets, about one block west of where the center and southern tubes open at Tenth Avenue between those same streets. This results in different lengths for each tube: the center tube is longest at , followed by the southern tube at , with the northern tube being shortest at . An Art Deco-style ventilation shaft is situated just west of 12th Avenue on Manhattan’s side.

Emergency response within the tunnel is handled by Port Authority Tunnel and Bridge Agents stationed at each crossing. These personnel operate fire apparatus, rescue vehicles, and tow trucks to address serious incidents while continuously monitoring conditions inside the tunnel through surveillance cameras.

New Jersey approach

The primary New Jersey route serving the tunnel is Route 495, which travels west to east through an open cut located in Union City. This section, commonly referred to as the "Helix", was once known as the "Corkscrew." It features a nearly three-quarter circle curve before reaching the tunnel entrance, necessitated by the steep incline of King's Bluff in Weehawken above the portal. The Helix stretches approximately .

Approaching from the west, Route 495 crosses John F. Kennedy Boulevard East, then curves southward and descends. The westbound lanes provide connections to northbound JFK Boulevard East and Park Avenue. Both directions proceed south along a rock ledge and viaduct, crossing JFK Boulevard East a second time before splitting near Park Avenue. While Park Avenue ascends King's Bluff, the viaduct slopes down to ground level. The highway eventually divides into portals leading to the three tunnel tubes, which are decorated with stone facades and curve eastward beneath the Hudson River. The toll plaza at this location includes thirteen lanes.

By 2015, the Port Authority estimated that the Helix had around ten years of remaining operational life. Potential replacement solutions involved constructing tunnels directly through the Palisades to connect with the Lincoln Tunnel portals. In June 2018, the New Jersey Department of Transportation announced plans for a multi-year rehabilitation project targeting the Helix structure. The American Highway Users Alliance identifies the Helix as one of the most congested corridors in the eastern United States; in 2018 alone, drivers endured approximately 3.4 million hours of delay due to traffic congestion.

An administrative facility is situated on the New Jersey side along Boulevard East.

Manhattan approaches

Upon exiting the Lincoln Tunnel in Manhattan, most vehicles utilize Dyer Avenue, which offers direct access to the Port Authority Bus Terminal, or they use the Lincoln Tunnel Expressway. Dyer Avenue consists of three separate segments between Ninth and Tenth Avenues: from 30th to 31st Streets, 34th to 36th Streets, and 40th to 42nd Streets. The Lincoln Tunnel Expressway is a divided highway running below street level that connects with the southernmost segment of Dyer Avenue and provides access to the tunnel. Major entrance routes include Galvin Avenue, the Lincoln Tunnel Expressway itself, and the two southern sections of Dyer Avenue. Galvin Avenue runs between Tenth and Eleventh Avenues carrying southbound traffic from 41st down to 40th Street.

The southernmost tunnel tube, designated for eastbound traffic entering New York City, emerges near Tenth Avenue and 38th Street and provides direct connections to both northern and southern branches of Dyer Avenue. The northern branch serves northbound traffic between 40th and 42nd Streets only, while the southern branch accommodates two-way traffic between 34th and 36th Streets. At 36th Street, a ramp from southbound Dyer Avenue connects to the Lincoln Tunnel Expressway, which extends westbound to 31st Street and eastbound to 30th Street. Dyer Avenue itself continues on to 35th Street (offering a right turn for westbound vehicles) and then reaches 34th Street (where drivers can turn left or right depending on travel direction).

The center tube of the tunnel, which operates as a reversible lane, surfaces near Tenth Avenue and 39th Street alongside the southern tube. This tube feeds into the southbound Lincoln Tunnel Expressway with exit ramps leading to both branches of Dyer Avenue; additionally, a ramp from the northbound expressway provides access back into this tube.

The northernmost tube carries westbound traffic heading toward New Jersey via four distinct ramps: one from 30th Street and Dyer Avenue (serving northbound Tenth Avenue and southbound Ninth Avenue) onto the northbound expressway; another from eastbound 33rd Street merging into that expressway; a third from Dyer Avenue between 34th and 36th Streets (serving westbound 34th Street with interchanges at westbound 35th Street and both directions on 36th Street), merging into a tunnel beneath Tenth Avenue at 40th Street; and lastly from the intersection of Galvin Avenue and 40th Street. Eastbound vehicles on 40th Street must enter this ramp, whereas westbound traffic on 40th Street and southbound traffic on Galvin Avenue may either enter or continue straight ahead. After merging, this expressway descends into the northern tube just east of Eleventh Avenue.

Dedicated bus lane

On weekday mornings between 6:00 and 10:00 a.m., the Lincoln Tunnel Exclusive Bus Lane (XBL) reserves a central tube lane solely for bus traffic. This lane provides a direct connection to the New Jersey Turnpike at Exits 16E and 17, as well as to New Jersey Route 3. Recognized as the most heavily utilized and efficient bus lane in the United States, it accommodates approximately 1,850 buses and transports around 70,000 passengers daily, predominantly traveling to the Port Authority Bus Terminal. The number of commuters using XBL buses exceeds that of NJ Transit’s commuter rail services into Penn Station. More than one hundred bus operators, including fifty-seven interstate routes operated by New Jersey Transit along with various regional and long-distance carriers, make use of this lane.

Initially proposed in 1964 to reduce congestion for buses traveling from New Jersey into Manhattan, the XBL received approval for a trial period in September 1970 and was put into operation that December. Following its successful trial year, the lane was established permanently. The service was temporarily halted in March 2020 due to restrictions from the COVID-19 pandemic in the United States, but it resumed operations in September as traffic levels recovered.

Planning

The idea of constructing a three-tube vehicular tunnel beneath the Hudson River, connecting Weehawken, New Jersey with Manhattan’s West Side, was first introduced by Darwin R. James in 1923. The proposed Manhattan portal was situated between 23rd and 42nd Streets, while the New Jersey entrance was planned for either Hoboken or Weehawken. James's firm possessed adequate capital to initiate construction. At that time, the Holland Tunnel, linking Jersey City with Lower Manhattan, was under development and opened in 1927; its popularity spurred early proposals for the Weehawken–Manhattan tunnel in early 1928.

The Weehawken–Manhattan tunnel project, together with the Triborough Tunnel connecting Manhattan’s East Side to Queens, sought to enhance traffic circulation through Midtown Manhattan. These tunnels were envisioned as part of a continuous route extending from New Jersey to eastern Long Island. Some plans even suggested a seamless tunnel running from New Jersey all the way to Queens. By late 1928, governors Franklin D. Roosevelt of New York and Morgan F. Larson of New Jersey endorsed new transportation connections. Bridge and tunnel authorities from both states collaborated, recommending that the Manhattan-Queens tunnel be extended westward into New Jersey.

In January 1930, two options were under consideration in New York for managing the Weehawken–Manhattan tunnel: one involved construction and operation by the Port Authority; the other proposed oversight by a joint committee representing both states' commissions. Meanwhile, New Jersey established a committee to coordinate efforts with New York officials regarding the project. By February, both states had agreed to seek legislative approval to authorize construction.

Although consensus existed on building the tunnel, disagreements emerged concerning financing and operational responsibility. The Port Authority estimated construction costs at $95.5 million with an anticipated annual traffic volume of seven million vehicles; meanwhile, state commissions projected expenses of $66.9 million and expected ten million vehicles annually. The financial turmoil following the Wall Street Crash of 1929 further complicated funding prospects by diminishing available capital.

In April 1930, tunnel commissions from both states merged with the Port of New York Authority, which assumed responsibility for building and operating the tunnel. Governor Larson appointed six members to the Port Authority’s board; leadership roles included chairman John F. Galvin and vice chairman Frank C. Ferguson.

By June 1930, the project had been named "Midtown Hudson Tunnel," and studies were conducted analyzing traffic patterns near proposed entry points. Initial plans anticipated starting construction in 1931 with an opening date set for 1938 at an estimated cost of $95 million shared between New York and New Jersey. The design incorporated a "mixing plaza" intended to manage traffic flow between the Midtown Hudson Tunnel and Queens-Midtown Tunnel.

The onset of the Great Depression delayed construction due to challenges in marketing bonds at affordable interest rates. The Port Authority sought federal assistance through the Reconstruction Finance Corporation (RFC), negotiating bond interest rates down from five percent to four and a half percent. Despite funding difficulties, most property along the planned tunnel route had been acquired by April 1932.

In early 1933, Governor Herbert Lehman of New York secured RFC approval for a $75 million loan; by August of that year, a $37.5 million loan was granted via the Federal Emergency Administration of Public Works (later known as PWA), covering partial expenses sufficient for constructing one tunnel tube.

Plans submitted in September 1933 detailed that New Jersey approaches would curve southward toward Bergenline Avenue in Union City with provisions for future extensions over The Palisades into North Bergen; Manhattan approaches were designed to emerge near 39th Street east of Tenth Avenue, branching toward both 34th and 42nd Streets.

The United States Department of War granted construction approval in October 1933 after addressing minor concerns raised by shipping companies regarding submerged protective "blankets" over tunnel tubes; clearance allowances permitted river dredging if necessary. Preliminary geological borings were conducted on the riverbed to evaluate feasibility for tunneling operations.

Initial development

In November 1933, the Port Authority designated principal engineers for the Midtown Hudson Tunnel initiative, appointing O. H. Ammann as Chief Engineer and Ole Singstad as Chief Tunnel Consulting Engineer. Oversight of construction was managed by George Breck Montgomery, noted for his experience on the Holland Tunnel project.

The tunnel's length measured 8,218 feet between portals, with a 6,000-foot stretch between ventilation shafts. Its bore had a diameter of 31 feet, accommodating a 21-foot-wide roadway, and was reinforced using cast iron, steel, and concrete. Ventilation shafts were constructed on both sides, along with additional tunnel length on the New Jersey side. Excavation commenced from the New York side due to existing infrastructure constraints, employing shield-tunneling techniques and simultaneous boring from both ends.

Groundbreaking took place on May 18, 1934, with ceremonies attended by dignitaries including NYC Mayor Fiorello H. La Guardia and New Jersey Governor A. Harry Moore. In July 1934, a 700-ton caisson was floated into position on the New York side. The project faced challenges such as limited blasting hours in Weehawken and labor disputes concerning the employment of skilled versus unskilled workers; these issues were resolved after assurances guaranteeing skilled labor participation.

Acquisition of land delayed progress on the New York approaches, necessitating demolition of 91 structures in Hell’s Kitchen; demolition accelerated following a fire that destroyed one condemned building in October 1934. On the New Jersey side, after thorough consideration, Weehawken approved a “loop” design to accommodate the steep terrain.

Specialized laborers called sandhogs excavated from both ends—encountering softer sediment in New Jersey and more rocky formations in New York. Compressed air was utilized to prevent flooding while workers assembled heavy metal rings to line the tunnel interior. Approximately 145,000 cubic yards of sediment and 28,000 cubic yards of rock were removed during excavation. Despite three fatal incidents early in construction, progress remained swift; by May 1935 tunneling had advanced into New Jersey territory and by June half of the tunnel was completed. A record week saw 250 feet of tunnel excavated.

The two tunnel sections met at the New York caisson in August 1935, finishing four months ahead of schedule.

Financing arrangements changed late in 1935 when the Public Works Administration converted a $37.5 million loan into a $4.78 million grant contingent upon bond sales totaling $22.3 million. By December 1935, the Port Authority issued $16.5 million in bonds at an interest rate of 3¾%, and received the grant in January 1936.

In December 1935, bids were requested for constructing the Weehawken entrance plaza which included maintenance garages, toll booths, ventilation facilities, and provisions for a second portal. At this stage, one-third of the overall project was complete. The connecting tunnel segment to this plaza was finalized by September 1936. Civic organizations advocated for an additional $9 million to complete this phase; total projected costs combined bonds and grants amounting to $46.5 million.

Conversion work to prepare the tunnel for vehicular traffic began with an aim to open in time for the 1939 New York World’s Fair. Modifications included installing ceiling panels with exhaust ducts, air channels beneath the roadway, ceramic tile walls with metal booths, and maintenance catwalks. The tunnel ceiling incorporated approximately 800,000 glass tiles—the largest glass ceiling worldwide at that time—and fire-resistant copper sheeting was applied following gasoline leaks near the site.

By October 1936, retrofitting was nearly finalized and the opening was planned for fall 1937—several months ahead of schedule—with rapid progress on approach construction on both sides.

Approaching completion

By April 1937, construction on the Midtown Hudson Tunnel had reached approximately 75% completion, with its inauguration anticipated for the following year. To prevent confusion with the Queens–Midtown Tunnel, the Port Authority decided to rename the project that month. The tunnel was eventually named in honor of President Abraham Lincoln, reflecting its significance akin to the George Washington Bridge, which commemorates the nation’s first president. Various other names were considered but ultimately dismissed. The two approaches on the New York side were designated after prominent Port Authority leaders: Galvin Avenue (in tribute to John F. Galvin) connecting northward to 42nd Street, and Dyer Avenue (honoring General George R. Dyer) leading southward toward 34th Street. In July 1937, a contract was awarded for constructing the Weehawken approach, intended as part of a future expressway now identified as New Jersey Route 495.

By October 1937, the first tube of the Lincoln Tunnel was nearing completion, prompting an official inspection involving officials from both New York and New Jersey. The planned opening was advanced from spring 1938 to late 1937. At peak construction, approximately 2,800 workers were employed, contributing a total of 6.3 million labor hours; meanwhile, materials produced by workers across 40 states required an additional 15 million hours to complete.

Inauguration and initial operations

The initial tube was officially dedicated on December 21, 1937, with ceremonies including a military parade and addresses by New York City Mayor La Guardia alongside the governors of New York and New Jersey. Vehicle traffic commenced at 4:00 AM the next day. A commemorative medal for this occasion was designed by sculptor Julio Kilenyi, noted for his work marking major infrastructure openings. |- | 1983–1987 | align="right" | $2.00 | align="center" | $Template:Round–Template:Round

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| 1987–1991
| align="right" | $3.00
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| 1991–2001
| align="right" | $4.00
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2012–2014 |

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$13 .00 |
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$10 .25 |
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- |

2014–2015 |

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$14 .00 |
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$11 .75 |
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2015–2020 |

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$15 .00 |
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$12 .50 |
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2020–2023

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$16.00

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$13.75

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2023–2024

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$17.00

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$14.75

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$17.00

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$14.75

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-

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2024–2025

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align="right"

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$17.63

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$15.38

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$17.63

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$15.38

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Effective January 5, 2025

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$18.31

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$16.06

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$18.31

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$16.06

|

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Congestion toll

In January 2025, New York City introduced Congestion pricing in New York City, requiring motorists entering Manhattan through the tunnel to pay an additional toll. These congestion fees are collected via E-ZPass and toll-by-mail systems. The rates differ based on the time of day and vehicle classification, with the congestion toll charged once per day. Motorists entering the congestion zone through the Lincoln Tunnel benefit from a credit applied toward the congestion fee and receive a reduced toll rate during nighttime hours.

See also

• 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