Holland tunnel - Holland Tunnel

Holland tunnel
Holland tunnel Eastbound.jpg
Sharqqa boradigan tunnel
Umumiy nuqtai
Boshqa ism (lar)Holland transport tunnel
Hudson daryosi transport tunnel
Kanal ko'chasi tunnel
ManzilJersi Siti, NJ –Quyi Manxetten, Nyu-York shahri, Nyu-York, BIZ
Marshrut I-78 (butun uzunligiga)
Marshrut 139 (NJ tomoni)
XochlarHudson daryosi
Ishlash
Ochildi1927 yil 13-noyabr; 93 yil oldin (1927-11-13)
OperatorNyu-York va Nyu-Jersi port ma'muriyati
Yo'l harakati89,792 (2016)[1]
Yo'l uchun haq(Faqat Sharq tomonga) 2020 yil 5-yanvar holatiga ko'ra:
  • Avtomobillar $ 16.00 (naqd)
  • Peak uchun $ 13,75 (E-ZPass )
  • Off-пик uchun (E-ZPass) 11,75 dollar
  • (Tepalik soatlari: ish kunlari: soat 6-10, 16: 00; shanba va quyosh: 11: 00dan 9 gacha).
Ushbu tariflar:
[2]
Texnik
Uzunlik2 558,5 m (g'arbiy yo'nalishda)
8,371 fut (2551,5 m) (sharq tomon)
Yo'q ning yo'llar4
Tunnelni tozalash12,6 fut (3,84 m)
Kengligi20 fut (6,1 m)
Quyidagi tunnel chuqurligi suv darajasi93 fut (28,3 m) pastda MHW
Yo'nalish xaritasi
Holland tunnelining marshrut xaritasi
Holland tunnel
Tunnel orqali sharqqa sayohat
ManzilJersi Siti, Nyu-Jersi va Manxetten, Nyu-York shahri
Qurilgan1920
Me'morClifford Holland
NRHP ma'lumotnomasiYo'q93001619
Muhim sanalar
NRHP-ga qo'shildi1993 yil 4-noyabr[3]
Belgilangan NHL1993 yil 4-noyabr

The Holland tunnel transport vositasidir tunnel ostida Hudson daryosi. U ulanadi Quyi Manxetten yilda Nyu-York shahri bilan sharqqa Jersi Siti yilda Nyu-Jersi g'arbda. Ichidagi ajralmas kanal Nyu-York metropoliteni, Holland Tunnel tomonidan boshqariladi Nyu-York va Nyu-Jersi port ma'muriyati (PANYNJ). Tunnel tashiydi Davlatlararo 78; Nyu-Jersi tomoni ham sharqiy terminali sifatida belgilangan Marshrut 139. Holland tunnel - bu uchta transport vositasining o'tish joylaridan biri Manxetten va Nyu-Jersi, boshqalari esa Linkoln tunnel va Jorj Vashington ko'prigi.

Hudson daryosi orqali qattiq transport vositasini kesib o'tish rejalari birinchi marta 1906 yilda ishlab chiqilgan edi. Ammo kelishmovchiliklar rejalashtirish jarayonini 1919 yilgacha uzaytirdi, daryo ostidan tunnel qurishga qaror qilindi. Holland tunnelining qurilishi 1920 yilda boshlangan va 1927 yilda ochilgan. Gollandiyaning tunnel ochilishi paytida dunyodagi eng uzun suv osti transport tunnelidir.

Holland tunnel dastlab sifatida tanilgan edi Hudson daryosi transport tunnel yoki Kanal ko'chasi tunnel. Uning nomi o'zgartirildi Holland tunnel xotirasida Klifford Milburn Gollandiya, 1924 yilda tunnel ochilishidan oldin to'satdan vafot etganidan so'ng, bosh muhandis. Holland tunnel dunyodagi birinchi mexanik ventilyatsiya qilingan tunnel edi; The shamollatish tizimi tomonidan ishlab chiqilgan Ole Singstad, tunnelning qurib bitkazilishini nazorat qilgan.

Tavsif

Naychalar

Holland tunnelini tomonidan boshqariladi Nyu-York va Nyu-Jersi port ma'muriyati.[4] U 29,5 fut (9,0 m) diametrli, bir-biriga parallel ravishda va Gudzon daryosi ostidan 15 fut (4,6 m) masofada joylashgan juft naychalardan iborat. Har bir trubaning tashqi tomonlari bir qator quyma temir uzuklardan iborat bo'lib, ularning har biri har biri 6 fut (1,8 m) uzunlikdagi 14 ta kavisli temir bo'laklardan iborat. Po'lat uzuklar, o'z navbatida, 19 dyuym qalinlikdagi (48 sm) beton qatlami bilan qoplangan.[3]:3 Har bir naycha 20 fut (6,1 m) yo'lni ikki qatorli va 12 fut 6 dyuym (3,81 m) vertikal bo'shliq. Shimoliy naycha portallar oralig'ida 8558 fut (2608 m), janubiy naycha biroz qisqaroq bo'lib, 8371 fut (2551 m).[3]:3[4] Agar har bir trubaning yaqinlashadigan yo'llari kiritilgan bo'lsa, shimoliy trubaning uzunligi 9,210 fut (2807 m) va janubiy trubaning uzunligi 9,275 fut (2827 m).[3]:3 Aksariyat transport vositalari hazmatlar, uchdan ortiq yuk mashinalari o'qlar va transport vositalari treylerlar tunneldan foydalana olmaydi. Tunnelga kiradigan transport vositalarining kengligi 8 fut (2,4 m).[5]

Ikkala naychaning suv osti qismi 1610 m uzunlikdagi 5,410 metrni tashkil etadi va daryo ostidagi loyda joylashgan.[3]:3 Yo'llarning eng past nuqtasi o'rtacha suvdan taxminan 28 fut (28,3 m) pastda va tunnel shiftining eng past nuqtasi o'rtacha suvdan taxminan 21 fut (21,9 m) pastroqdir.[4][6][7] Naychalar maksimal darajada 4,06% darajaga tushadi va 3,8% gacha ko'tariladi.[7] Naychalar sharqiy qirg'oqdan Nyu-York portallariga qo'shimcha ravishda 300 metr va g'arbiy qirg'oqdan Nyu-Jersi portallariga qadar 500 fut (150 m) cho'zilgan. Tunnelning ushbu qismlari to'rtburchaklar shaklida, chunki ular qurilgan ochiq kesmalar keyinchalik yopilgan.[3]:4 Devorlari va shiftlari sirlangan keramik plitkalar bilan jihozlangan bo'lib, ular dastlab binoni kamaytirish uchun ishlab chiqarilgan.[7] Plitkalarning aksariyati oq rangga ega, ammo har bir naychaning devorlarining pastki qismida ikkita plitkadan yuqori sariq-to'q sariq plitalar, shuningdek yuqori qismida ikkita plitkadan iborat ko'k plitkalar mavjud.[3]:4[8]

G'arbiy yo'nalishda harakatlanishni olib boruvchi shimoliy naycha boshlanadi Brom ko'chasi Manxettenda Varik va Gudson ko'chalari; u 14-ko'chadan sharqqa qarab davom etadi Marin bulvari Jersi-Siti shahrida. Janub trubkasi, sharqqa qarab harakatlanish uchun, Marin bulvari sharqidagi 12-ko'chadan, sirt esa Holland tunnel rotari Manxettenda.[6] Har bir portalga kirish va chiqish rampalari granit bilan qoplangan va eni 9 fut (9,1 m).[3]:5 Ikki naychaning suv osti qismlari bir-biriga parallel va yonma-yon joylashgan bo'lishiga qaramay, har ikki tarafdagi tirbandlikni kamaytirish maqsadida naychalarning ikkala tomonidagi portallari ikkita blokdan ajratilgan.[9][3]:4 Dastlab Gollandiya tunnelining trubalarida yo'l qoplamasi bo'lgan Belgiya bloklari va beton, ammo bu 1955 yilda asfalt bilan almashtirildi.[3]:5 Har bir kolba chap (ichki) tomonida podiumdan iborat bo'lib, yo'lning balandligidan 4 metr balandlikda (1,2 m) ko'tarilgan.[6] Beshta avariya-chiqish yo'lagi ikkita trubaning ichki podiumlarini birlashtiradi.[3]:6 Holland tuneli ochilgach, podium politsiya kabinalari va 76 metr masofada joylashgan telefon tizimi bilan jihozlangan.[9]

Bunga javoban sharqiy yo'nalishdagi transport qatnovi qat'iy cheklanganiga qaramay, Gollandiya tuneli orqali o'tadigan trafik miqdori barqaror bo'lib qoldi 2001 yil 11 sentyabr, hujumlar shu jumladan, Nyu-York shahriga tijorat trafigiga kirishni taqiqlash 2004 yil avgustidagi tahdiddan keyin amalga oshirildi.[10][11] 11 sentyabrdagi hujumlardan so'ng darhol pasayishdan tashqari, har kuni har ikki yo'nalishda ham Gollandiyadagi tunneldan foydalanadigan transport vositalarining soni 1999 yilda 103,020 kunlik transport vositalarining eng yuqori darajasidan 2016 yilda 89,792 avtoulovgacha doimiy ravishda kamaydi.[1]:218 2017 yildan boshlab, Holland tunnelining sharqiy yo'nalishi bo'yicha har yili 14.871.543 transport vositasi foydalangan.[12]

Holland tuneli tomonidan loyihalashtirilgan Klifford Milburn Gollandiya, loyiha bosh muhandisi, 1924 yil oktyabr oyida vafot etgan, tugallanmasdan.[13] Uning o'rnini egalladi Milton Xarvi Freeman, Gollandiyadan bir yil o'tmay vafot etdi.[14][15] Keyin, Ole Singstad tunnelning qurib bitkazilishini nazorat qildi.[16][14] Tunnel 1982 yilda Milliy tarixiy fuqarolik va mashinasozlik yo'nalishi deb nomlangan[17] va a Milliy tarixiy yo'nalish 1993 yilda.[18][19][20][21]

Holland tunnelidagi shoshilinch xizmatlar Port ma'muriyatining o'tish joylarida joylashgan Portlar ma'muriyatining tunnel va ko'prik agentlari tomonidan ta'minlanadi.[22][23]

Shamollatish

Holland tunnel dunyodagi birinchi mexanik shamollatiladigan suv osti transport tunnelidir. U trubkalarga ko'ndalang yoki perpendikulyar o'tadigan shamollatish tizimini o'z ichiga oladi.[7][24][25] Gudzon daryosining har bir tomonida ikkita shamollatish shaftasi binosi mavjud: biri quruqlikda, ikkinchisi daryoda tegishli qirg'oqdan 300 metr masofada. Barcha shamollatish binolari temir va temir-beton ramkalari bilan g'ishtdan yasalgan jabhaga ega.[3]:5[26][14] Daryo ichidagi vallar o'rtacha baland suvdan 33 metr balandlikda ko'tariladi; ularning qo'llab-quvvatlovchi tirgaklari 45 metrdan (14 m) pastga tushadi, shundan 40 fut (12 m) suv ostida va 5 fut (1,5 m) daryo tubiga singib ketgan.[3]:5[24] Daryo o'qlari har bir shamollatish shaftini qirg'oqqa bog'laydigan yuk tashish tirgaklari orqali avariya chiqishlari kabi ikki baravar ko'payadi.[3]:6 Nyu-York quruqlikdagi shamollatish minorasi, trapetsiya izi bo'lgan besh qavatli bino, balandligi 37 metrga teng. Nyu-Jersidagi quruq shamollatish minorasi - to'rtburchaklar perimetri bilan to'rt qavatli, 84 fut (26 m) bino.[3]:5

To'rtta shamollatish minoralarida birlashtirilgan 84 ta fanat mavjud. Ulardan 42 tasi quvvati 84000 dan 218000 kub futgacha (2400 dan 6200 m gacha) o'zgaruvchan fanga ega.3) daqiqada, qolgan 42 nafari esa 87,500 dan 227,000 kub futgacha (2480 va 6430 m gacha) zarba beradigan ventilyatorlardir.3) daqiqada.[14][6] Tunnel qurilishi paytida 84 ta fanatning uchdan ikki qismi muntazam ravishda ishlatilgan, qolgan muxlislari esa favqulodda vaziyatlarda foydalanish uchun ajratilgan.[27] Ventilyatorlar toza havoni kanallarga puflaydilar, bu esa o'z navbatida trubadagi teshiklar orqali tunnelga havo olishni ta'minlaydi. chekka. Shiftda havo chiqarish uchun ishlatiladigan yoriqlar mavjud.[3]:5[24][25] Ventilyatorlar tunnel ichidagi havoni har 90 soniyada almashtirishlari mumkin. Zaharli moddalar tufayli majburiy shamollatish tizimi juda zarur uglerod oksidi ning tarkibiy qismi avtomobil egzozi, bundan oldin chiqindi gazlarning ancha katta foizini tashkil etgan katalitik konvertorlar keng tarqalgan.[3]:6[28][29]

Boyl Plaza

Jersi shahridagi Holland tunneliga yondashuv quyi darajadan boshlanadi Marshrut 139 va Newark ko'rfazidagi kengaytma birlashtirish. 1936 yil 6-mayda 139 / I-78 yo'nalish bo'lgan qism Jersi avenyu va Marin bulvari tunnelning sobiq davlatlararo komissari Jon F. Boyl xotirasiga bag'ishlangan.[30] Davlatlararo avtomagistral tizimining bir qismi bo'lishiga qaramay, I-78 va 139-yo'nalish qatnaydi bir vaqtning o'zida 12 va 14-ko'chalar bo'ylab Gollandiya tunneliga etib borish uchun. G'arbiy yo'nalishdagi transport 14-chi ko'chadan, sharqiy yo'nalishdagi transport esa 12-ko'chadan foydalanadi. Plazma 1982 yilda Jersi Siti hukumati tomonidan qayta tiklandi va obodonlashtirildi.[31]

To'qqiz qatorli yo'l bor pullik plaza sharqqa qarab harakatlanish uchun faqat 12-ko'chaning sharqiy qismida, tunnel portalining g'arbida.[4] Dastlab pullik maydonchasi sakkizta yo'ldan iborat edi;[9] u 1953–1954 yillarda ta'mirlangan,[32][3]:6 va hozirgi to'qqiz qatorli tollboot 1988 yilda qurilgan.[33][3]:6

Nyu-Jersidagi Holland tunneliga panorama
Jersi Siti shoshilinch vaqtda kirish

Holland tunnel rotari

1973 yilda to'xtab turgan avtobuslar bilan rotatsion samolyotdan ko'rish. Beshinchi chiqish 2004 yilda qo'shilgan.

Tunnel qurilganidan ko'p o'tmay va ushbu hududda transport vositalarining ko'tarilishi ortida temir yo'l yuk ombori " Sent-Jon parki terminali tashlab ketilgan va keyinchalik buzib tashlangan. Depo Laight bilan chegaralangan shahar blokida joylashgan edi, Varik, Plyaj va Xadson Ko'chalar.[34] Depo sayti 1960-yillarga qadar omborxona sifatida ishlatilib, u a dumaloq yo'l Manxettenning sharqiy trubkasidan chiqadigan transport uchun.[35][36] Dastlabki inshoot to'rtta chiqishga ega edi, ammo maydoncha 2000-yillarning boshlarida obodonlashtirish bilan yangilangan V me'morchiligi[37] va Ives Architecture Studio.[38] Beshinchi chiqish 2004 yilda qo'shilgan.[39][40]

Freeman Plaza

Tunnel kirish qismida Clifford Milburn Holland byusti

Dastlab Nyu-Jersi shtatida harakatlanish uchun pullik plazalar sifatida foydalanilgan, g'arbiy yo'nalishdagi truba kirish qismidagi og'zidagi kichik uchburchak uchastkalar Freeman Plaza yoki Freeman maydoni. Plazma Klifford Milburn Holland vafotidan keyin Holland tunnel loyihasini qabul qilgan muhandis Milton Freeman nomi bilan atalgan.[41] Freeman Plaza 1927 yilda tunnel ochilishidan oldin o'z nomini oldi. Pullik maydoni 1971 yilda, Nyu-Jersi shtatida joylashgan haydovchilar uchun pul yig'ishni to'xtatgandan so'ng, pullik maydonchasi olib tashlandi va keyinchalik maydon Port ma'muriyati tomonidan to'sib qo'yildi.[3]:7[42] To'lovchilar uchun kichik texnik binolar 1982 yoki 1983 yillarda olib tashlangan.[3]:7 Gollandiyaning büstü Freeman Plazadagi g'arbiy yo'nalishdagi trubaning kirish qismida joylashgan.[43]:16

A biznesni takomillashtirish tumani maydon uchun, Hudson Square Connection, 2009 yilda maydonni piyodalardan foydalanish uchun qayta tiklash maqsadida tashkil etilgan.[42][44] Hudson Square Connection va Port Authority hamkorlik qilib, Freeman Plazaning besh yillik 27 million dollarlik bosh rejasini tuzdilar.[45] 2013 yilda Freeman Plaza West jamoatchilikka ochildi. Hadson, Brom va Uotts ko'chalari bilan chegaralangan bu erda soyabonlar, bistro stol va stullar, daraxt ekish joylari mavjud.[46] 2014 yilda Frimen Plaza East va Freeman Plaza North navbati bilan Varik va Brom ko'chalarida ochildi. Plazalar mavjud edi choyshab xonasi stullar, bistro stollari va soyabonlar.[47] 2016 yilda Hudson Square Connection har ikkala plazaga quyosh energiyasidan quvvat oluvchi zaryad stantsiyalarini qo'shdi va live @ lunch deb nomlangan yozgi tushlik paytida musiqiy seriyasini taqdim etdi.[48] Rassomning haykali Isamu Noguchi shuningdek, plazma ichida o'rnatildi.[49] Freeman Plazaning janubida, Varik, Vatt va Kanal ko'chalari o'rtasida joylashgan Holland Plaza binosi, qildi a Nyu-York shahri belgilangan joy 2013 yilda.[50]

Tarix

Avtomobil tunneliga ehtiyoj

20-asrning birinchi o'n yiligacha Hudson daryosining pastki qismidan o'tish faqat parom orqali amalga oshirilardi.[51]:10[3]:9 Gudzon daryosi ostidan zerikkan birinchi tunnellar temir yo'l foydalanish uchun edi. The Hudson va Manxetten temir yo'li (hozir Yo'l ) bog'lash uchun ikkita juft naychani qurdi Nyu-Jersidagi yirik temir yo'l terminallari Manxetten oroli bilan: Udown Hudson Tubes 1908 yilda ochilgan,[51]:21[52] va Downtown Hudson Tubes 1909 yilda ochilgan.[53] The Pensilvaniya temir yo'li egizak Shimoliy daryo tunnellari, yangisiga xizmat qilish uchun qurilgan Pensilvaniya stantsiyasi, 1910 yilda ochilgan.[51]:37[54] Ushbu uchta tunnelning qurilishi Gudzon daryosi ostidan tunnel ochish maqsadga muvofiqligini isbotladi.[51]:10 Biroq, poezdlar harakati tunnel o'tish joylaridan foydalanishga ruxsat berilgan bo'lsa-da, avtomobillar harakati hali ham parom orqali tashilishi kerak edi.[3]:9

Shu bilan birga, yuk tashish Nyu-York va Nyu-Jersi porti asosan qayiqlarda olib yurilgan, ammo tirbandlik shu qadar o'sganki, qayiqlar to'liq quvvatga ega bo'lgan va ba'zi yuklar AQShning boshqa portlariga bora boshlagan. Buni engillashtirish uchun rasmiylar yuk temir yo'l tunnelini qurishni taklif qilishdi, ammo bu portning yuk tashish operatsiyalarining aksariyati ustidan ta'sir o'tkazgan uyushgan sindikatlar tomonidan to'sib qo'yildi.[43]:9–10 1917 yil qishda Gudzon daryosi yuzasi muzlab qolganida va yana Pensilvaniya temir yo'l ishchilari qishda ish tashlashda bo'lganlarida, mavjud qayiq yo'nalishlarida ortiqcha yuk yuklari, shuningdek H&M va Shimoliy daryo tunnellarining cheklangan sig'imi haqida jamoatchilik bilgan. 1918 yil.[43]:11–13[3]:9 Bitta muhandis uchta temir yo'l tunnelini qurish bitta ko'prikdan arzonroq bo'lishini taklif qildi.[55]

Rejalashtirish

Dastlabki rejalar

1906 yilda Nyu-York va Nyu-Jersi shtatlararo ko'prik komissiyasi, uchta guruhdan iborat konsortsium tuzilib, Gudzon daryosi orqali o'tishni zarurligini ko'rib chiqdilar. Nyu-York shahri va Nyu-Jersi.[56] O'sha yili uchta temir yo'l komissiyadan daryoga temir yo'l ko'prigi qurish masalasini ko'rib chiqishni iltimos qildi.[57] 1908 yilda komissiya Manxettenning 57, 110 va 179-ko'chalarida Gudzon daryosi orqali uchta ko'prik qurishni ko'rib chiqdi. Buning sababi ko'priklar tunnellarga qaraganda arzonroq bo'lishi edi.[58] Ushbu uchta joy osma ko'priklar uchun yagona mos joy deb hisoblangan; boshqa saytlar estetika, geografiya yoki transport oqimlari sababli rad etildi.[56][59] John Vipond Devies, Jacobs and Davies konsalting firmasining sheriklaridan biri (Uptown Hudson Tubes-ni qurgan), Manhettendan Kanal ko'chasi va Jersi Siti 13-ko'chasi o'rtasida transport tunnelini qurmoqchi edi. Ushbu taklif 57-ko'chadagi olti qatorli osma ko'prik bilan raqobatlashadi.[60] Ba'zi rejalarda ham ko'prik, ham tunnel qurilishi ko'zda tutilgan edi.[60][61] Paromlar Nyu-York va Nyu-Jersi o'rtasida sayohat qilgan 1913 yildan boshlab kuniga 19,600 avtoulovning barchasini sig'dira olmadi.[61] Ko'prik komissiyasi yuk mashinalari haydovchilariga 57-ko'cha ko'prigi va Kanal ko'chasi tunnel rejalari tafsilotlari to'g'risida aytib berish uchun bir nechta uchrashuvlar o'tkazdi.[62]

The Amerika Qo'shma Shtatlari Urush vazirligi 57-ko'chadagi ko'prik rejalari to'g'risida tashvish tug'dirdi: yuk tashishga xalaqit bermaslik uchun oraliq baland suvdan kamida 200 fut (61 m) balandlikda bo'lishi kerak.[43]:13 Taqqoslash uchun, tunnel o'rtacha suv sathidan 29 metr pastroq bo'ladi.[61] O'zgartirilgan Davlatlararo ko'prik komissiyasi Nyu-York shtati ko'prigi va tunnel komissiyasi 1913 yil aprel oyida,[63][64] o'sha oyda Kanal ko'chasidagi tunnel 11 million, 57-ko'chadagi ko'prik esa 42 million dollarga tushishini bildirgan.[59] 1913 yil oktyabrda Jeykobs va Devislar har bir trubkasi bitta yo'nalishda harakatlanadigan bir nechta tunnelning narxi atigi 11 million dollarga, ko'prik esa 50 million dollarga tushishi mumkinligini aytgan. Bundan tashqari, Quyi Manxettenning past balandligi va chuqur toshi ko'prikka qaraganda tunnel uchun qulayroq edi.[43]:13–14[65][66] O'sha yil oxiriga kelib, 57-ko'cha ko'prigi va Kanal ko'cha tunnelining maslahatchi muhandislari o'z rejalarini ko'prik va tunnel komissiyasiga taqdim etishdi.[67] Nyu-York shahrining savdogarlari asosan tunnel rejasini qo'llab-quvvatladilar, Nyu-Jersi va Nyu-York avtomobil haydovchilari asosan ko'prik rejasini qo'llab-quvvatladilar.[68] Ayni paytda, Nyu-York shtati ko'prigi va tunnel komissiyasi Canal Street tunnel rejasini ma'qullaganligini ko'rsatdi. Boshqa tomondan, 57-ko'chadagi ko'prik rejasi deyarli unutilgan bo'lib qoldi.[66][67]

Nyu-Jersi shtatining davlat xizmatlari komissiyasi 1917 yil aprel oyida Quyi Manxetten Jersi-Siti tomon Gudzon daryosi transport vositasi tunnelini qurish mumkinligi to'g'risida hisobot e'lon qildi.[69] O'sha iyun oyida, ushbu hisobotdan so'ng, Nyu-Jersi gubernatori Valter Evans Edge Nyu-Jersi shtatidagi Gudzon daryosi ko'prigi va tunnel komissiyasini chaqirdi, u Nyu-York ko'prigi va tunnel komissiyasi bilan yangi tunnelni qurish uchun ishlaydi.[43]:15[70] 1918 yil mart oyida Nyu-York shtati qonunchilik palatasiga tunnelni eng qisqa vaqt ichida qurishni qo'llab-quvvatlovchi ma'ruza yuborildi.[71] O'sha yili Gudzon daryosi tunnelini moliyalashtirish uchun olti million dollar mablag 'taklifi ikkita qonun loyihasida quyi qo'mitalarga taqdim etildi. Amerika Qo'shma Shtatlari Senati va Vakillar palatasi.[72][71] Qonun loyihasi tomonidan qabul qilindi Davlatlararo savdo qo'mitasi to'liq Senatga taqdim etilishidan oldin.[73]

Rejalar tasdiqlandi

Klifford Milburn Gollandiya, 1919 yil

Gudzon daryosi tunnelining dastlabki rejalari egizak ikki qatorli naychalarga mo'ljallangan bo'lib, ularning har bir trubkasi bitta yo'nalishda harakatlanishni olib boradi.[56] Tunnel uchun takliflar so'rovi 1918 yilda e'lon qilingan va bunday o'n bitta so'rov ko'rib chiqilgan.[43]:15[74] Ushbu takliflardan biri, muhandis tomonidan yozilgan Jorj Goetals, ikki darajali trubka uchun edi.[56][75] Jakobs va Devisning 1913 yilgi rejasini o'zgartirish,[71] Goethals taklifida har bir sathda uchta yo'l harakati borligi va har bir sathdagi trafik boshqa yo'nalishda harakatlanishi belgilangan edi.[43]:15[75] Goetals uning rejasi 12 million dollarga tushishini va uch yil ichida amalga oshirilishi mumkinligini aytdi.[76] Keyinchalik Jon F. O'Rourke tunnelni 11,5 million dollarga qurishni taklif qildi.[77] Goetals quvurni qurish uchun sabablardan biri sifatida ushbu hududning yuk tashishini ko'rsatdi.[71] Uning taklifi bilan tunnel qazish uchun 42 metr (13 m) diametrli qalqon ishlatiladi.[56][77][78] Ushbu katta tunnel kattaligi yuzaga kelishi mumkin bo'lgan muammo sifatida qaraldi, chunki har bir tunnelning yuqori va pastki qismidagi havo bosimida farqlar mavjud edi va havo bosimi farqi katta tunnel diametri bilan ortdi. Shunday qilib, beshta muhandis Goetals dizaynining maqsadga muvofiqligini tekshirish uchun tayinlandi.[78] 1919 yil iyulda Prezident Vudro Uilson Kongressni ratifikatsiya qildi qo'shma qaror trans-Gudzon tunnelida,[3]:9 va Klifford Milburn Gollandiya loyihaning bosh muhandisi deb nomlandi.[14] Holland, H&M trubkalarining ikkala jufti uchun (va ayniqsa shahar markazidagi juftlik uchun) qurilish uslublariga asoslanib, Gudzon daryosi tubidagi loydan qazish nisbatan oson bo'lishi kerakligini va qurilish tugallanishi kerakligini aytdi. ikki yil ichida.[79]

Federal hukumat loyihani qisman bo'lsa ham moliyalashtirishdan bosh tortdi va shuning uchun mablag 'yig'ish shtatlarning zimmasiga tushdi.[56] 1919 yil iyun oyida AQSh senatori va Nyu-Jersi shtatining sobiq gubernatori Edj AQSh senatiga Gudzon daryosi tunnelidagi qonun loyihasining yana bir takrorlanishini taqdim etdi va u tasdiqlandi.[80] Nyu-York va Nyu-Jersi hukumatlari 1919 yil sentyabrda shartnoma imzoladilar, unda davlatlar tunnelni qurish, ishlatish va saqlashga sheriklik bilan kelishib oldilar.[43]:16[81] Shartnoma 1920 yil yanvar oyida shtatlarning tegishli tunnel komissiyalari tomonidan imzolangan.[82]

Hollandning rejasiga binoan, har ikkala naychaning har birining tashqi diametri 29 fut (8,8 m), tashqi qoplamalari bilan, quvurlar esa umumiy eni 20 fut (6,1 m) bo'lgan ikki qatorli yo'llarni o'z ichiga oladi.[74][83] Bir yo'lak sekinroq harakatlanish uchun, ikkinchisi esa tezroq harakatlanish uchun bo'ladi. Bu Gyetalsning rejasidan farqli o'laroq, uchta yo'lning umumiy kengligi 24,5 fut (7,5 m) bo'lishi kerak edi, bu Gollandiyaning ikki qatorli yo'llaridan bir necha metr kengroq edi.[84] Bundan tashqari, Gollandiyaning fikriga ko'ra, 42 metr kenglikdagi trubka har ikkala 29 metrlik trubkadan ham ko'proq axloqsizlikni qazishni talab qiladi: 29 fut diametrli ikkita aylananing umumiy maydoni 5282,2 kvadrat fut (490,73 m)2), 42 metrli diametrli doira esa 5541,8 kvadrat fut (514,85 m) maydonga ega bo'lar edi2).[43]:17[56][84] G'arbga qarab shimol tomon ko'proq trubka Manxetten tarafdagi Brom va Varik ko'chalaridan boshlanib, Nyu-Jersi tomonidagi 14 va Provost ko'chalarining hozir buzilgan chorrahasida tugaydi. Keyinchalik janubi sharqqa yo'naltirilgan naycha Jersi shahridagi 12 va Provost ko'chalarining hali ham buzilmagan chorrahasidan boshlanib, Varik ko'chasi yaqinidagi Kanal ko'chasining janubiy qismida tugaydi.[74] Taqqoslash uchun, Goetals rejasi har ikki tomonning kirish va chiqish maydonchalarini birlashtirgan bo'lar edi.[43]:18 Amerika avtoulovlari assotsiatsiyasi muvaffaqiyatsiz ravishda har bir trubkada uchta yo'lni himoya qildi.[85]

Goetalsning qazish usuli sinovdan o'tkazilmagan bo'lsa ham, u Gollandiyaning taklifiga iqror bo'lishni rad etdi va Gollandiyaning taklifi samara berishiga oid dalillarni ko'rishni talab qildi.[43]:18 Keyinchalik Nyu-York va Nyu-Jersi tunnel komissiyasi Gollandiyaning o'ylab topgan egizakli taklifi foydasiga Gyetalsning rejasini rad etdi va u 28,7 million dollar atrofida baholandi.[74][83] Goethals buning sababini so'raganda, komissiya Goethals taklifi hech qachon sinovdan o'tkazilmagan deb javob berdi; bu juda qimmat bo'lganligi; va tunnel rejalarida quvurni toshib ketishiga olib kelishi mumkin bo'lgan ko'plab muhandislik zaifliklari mavjud edi.[86] Bundan tashqari, har ikki yo'nalishda uchta polosali trubka ikki yo'lli trubkadan ko'ra ko'proq tirbandlikka ega bo'lishi mumkin bo'lsa-da, prognozlar shuni ko'rsatdiki, tunnel yaqinlashadigan yo'llarda harakatlanish ikki polosali trubkalarga boradigan va chiqadigan tirbandlikni zo'rg'a uddalay oladi. Va har ikki tomonga yaqinlashuvchi yo'llarni kengaytirish millionlab dollarga ko'proq xarajat qiladi.[84] Keyin komissiya Goetalsning rejasini ko'rib chiqishni taqiqlash uchun ovoz berdi.[87] Gollandiya o'zining rejasini himoya qilib, Gyetals rejasidagi yo'llar nafaqat tor yo'laklarga ega bo'lishini, balki naychani samarali shamollatish uchun juda kichik bo'lgan shamollatish kanallariga ega bo'lishini ta'kidladi.[88]

1920 yil may oyida Nyu-Jersi qonun chiqaruvchisi Nyu-Jersi gubernatorining vetosini bekor qilib, qurilishni boshlashni ma'qullash uchun ovoz berdi.[89] Xuddi shu oyda Nyu-York gubernatori Nyu-York qonun chiqaruvchi organida qabul qilingan shunga o'xshash qonun loyihasini imzoladi.[90] Nyu-Jersi qonun chiqaruvchisi 1920 yil dekabr oyida tunnel uchun 5 million dollarlik obligatsiya chiqarilishini ma'qulladi.[91]

Qurilish

Gudzon daryosi tunnelini qurish uchun birinchi taklif, tunnelning sakkizta rejalashtirilgan shaxtasidan ikkitasini qazish bo'yicha shartnoma, 1920 yil sentyabr oyida e'lon qilingan.[92] Tunnelda qurilishning rasmiy boshlanishini belgilagan Gudzon daryosi tunnelining shamollatish shaftasi uchun poydevor 1920 yil 12 oktyabrda sodir bo'lgan. Kanal va Vashington ko'chalari Manxetten tomonida.[93] Biroq, Gudzon daryosi tunnelining keyingi qurilishi tez orada uning shamollatish tizimidagi xavotirlar tufayli to'xtatildi.[94] Shuningdek, Nyu-York shahri hukumati Nyu-Jersi tomonidagi ko'cha-ko'yni kengaytirish loyihalari uchun pul to'lashi kerakligi to'g'risida tortishuv bo'ldi.[95] Nyu-York va Nyu-Jersidagi tunnel komissiyalari qaysi agentlik qurilish va shamollatish shaftalarini qurish bo'yicha shartnomani imzolashi to'g'risida kelisha olmaganidan keyin yana kechikishlar yuzaga keldi.[96]

Shamollatish tizimi

To'rt minoradan biri, 1985 yilda Nyu-Yorkdagi quruq shamollatish binosi
Jersi shahridagi Hudson daryosi shamollatish minorasi

Holland tunnelining eng muhim dizayn jihati uning shamollatish tizimidir; Norvegiyalik me'mor Erling Owre tomonidan ishlab chiqilgan to'rtta shamollatish minoralari xizmat qiladi.[97] Qurilish vaqtida suv osti tunnellari qurilish muhandisligining yaxshi tashkil etilgan qismi bo'lgan, ammo uzoq vaqt davomida avtoulov tunnellari qurilmagan, chunki Nyu-York shahrining suv yo'llari ostidagi mavjud bo'lgan barcha tunnellar faqat temir yo'l va metrolarni olib yurgan. Ushbu naychalarda ventilyatsiya zarurati juda katta bo'lmagan, chunki naychalardan foydalanadigan poezdlar elektr energiyasidan foydalanishlari kerak edi va shu bilan juda oz ifloslanish chiqardi.[3]:10[94] Boshqa tomondan, Holland tunnelidagi transport asosan benzin bilan harakatlanadigan transport vositalaridan iborat edi va shamollatish uglerod oksidi chiqindilarini evakuatsiya qilish uchun zarur edi, aks holda haydovchilarni bo'g'ib qo'yishi mumkin edi.[3]:10[98]:181–202[99] O'sha paytda temir yo'l transportida foydalanilmaydigan tunnellar juda kam edi; ushbu temir yo'l bo'lmagan tunnellarning eng e'tiborlisi, Blackwall tunnel va Rotherhithe tunnel Londonda mexanik shamollatish kerak emas edi.[3]:10 Biroq, Gudzon daryosi tunnelining uzunligidagi tunnel shamollatishning samarali usulini talab qildi, shuning uchun bosh muhandis Singstad tunnelni ko'ndalang (trubalarga perpendikulyar) shamollatish tizimini yaratdi.[16][100]

1920 yil oktyabrda general Jorj R. Dyer, Nyu-York tunnel komissiyasining raisi, Singstad Gudzon daryosi tunnelini ventilyatsiya qilish tizimini o'ylab topganligi haqida hisobot e'lon qildi.[94] Bilan ishlash Yel universiteti, Illinoys universiteti, va Amerika Qo'shma Shtatlarining minalar byurosi, Singstad byuroda sinov tunnelini qurdi eksperimental kon da Bryuson, Pensilvaniya, uzunligi 122 m dan oshiqroq bo'lgan avtomobillar dvigatellar bilan harakatlantirilgan. Ko'ngillilar talabalari turli xil harakatlanish sharoitlarini, shu jumladan zaxira nusxalarini simulyatsiya qilish orqali havo oqimlari va toqat qilinadigan uglerod oksidi miqdorini tasdiqlash uchun egzozdan nafas olayotganlarida nazorat qilinardi.[25][100] Qo'shma Shtatlardagi yagona ventilyatsiya professorlarini yollagan Illinoys universiteti 300 metr uzunlikdagi (91 m) eksperimental shamollatish kanalini qurdi. uning Urbanadagi kampusi havo oqimlarini sinash uchun.[100][101] 1921 yil oktyabrda Singstad an'anaviy, uzunlamasına shamollatish tizimiga tunnel bo'ylab sekundiga 27 kubometr (953 kub fut / s) havo oqimi tezligi bosim o'tkazilishi kerak degan xulosaga keldi.[25] Boshqa tomondan, trubaning yo'lini olib o'tuvchi bo'linma ikkitaning orasiga joylashtirilgan bo'lsa, tunnel etarli darajada ko'ndalang ravishda ventilyatsiya qilinishi mumkin edi. plenumlar. Yo'l ostidagi pastki plenum toza havo bilan ta'minlanishi mumkin edi va shiftdan yuqori plenum ma'lum vaqt oralig'ida tutunni chiqarib yuborishi mumkin.[25][24]

Shamollatish tizimining prototipi bilan ikki ming sinov o'tkazildi.[14] Tizim xavfsizlikning afzalliklariga nisbatan etarlicha arzonligi aniqlandi, natijada u tunnel dizayniga qo'shildi.[100] Tunnel xizmat ko'rsatgan vaqtga kelib, har ikkala tunnelda o'rtacha uglerod oksidi miqdori havoning 10 000 qismiga 0,69 qismni tashkil etdi. Holland tunnelida qayd etilgan eng yuqori uglerod oksidi darajasi 10.000 ga 1.60 qismni tashkil etdi, bu 10.000 ga ruxsat etilgan maksimal qismdan ancha past.[7][102] Jamoatchilik va matbuot havo sharoitlarini Nyu-York shahrining ba'zi ko'chalariga qaraganda yaxshiroq deb e'lon qilishdi; tunnel ochilgandan so'ng, Singstad naychalardagi uglerod oksidi miqdori ko'chalarda qayd etilganlarning yarmi ekanligini aytdi.[102][103]

Tunnel zerikarli

Shamollatish tizimi va boshqa mumkin bo'lgan muammolar 1921 yil dekabrga qadar hal qilindi va rasmiylar tunnel keyingi bahorda zamin buzilishini e'lon qilishdi.[104] Quruvchilar dastlab Gudzon daryosining tubida xandaq qurishni va keyin uni yopishni o'ylashdi, ammo bu daryoning tubini o'z ichiga olgan yumshoq tuproq va shuningdek, daryodan foydalangan dengiz transportining og'irligi tufayli buni amalga oshirish mumkin emas deb hisoblashdi.[3]:11 Rasmiylar tunnelga yaqinlashish yo'lidagi ko'chmas mulkni sotib olishni boshladilar, qurilish tezda boshlanishi uchun ijarachilarni "kechiktirmasdan" chiqarib yuborishdi va ularga kompensatsiya berdilar.[105] Naychalarni qurish bo'yicha taklif e'lon qilindi va uchta firma bunga javob berdi.[106] 1922 yil 29 martda naychalarni qazish bo'yicha shartnoma eng past narx ishtirokchisi Booth & Flinn Ltd.ga 19,3 million dollarga berildi.[107] Gudzon daryosidagi tunnelni jihozlash uchun zarur bo'lgan materiallar allaqachon sotib olingan edi, shuning uchun ishni darhol boshlashga qaror qilindi.[108] Ikki kundan keyin naychalarni haydash uchun ishchilar havo kompressori uchun erni buzganligi sababli teshiklarni qurish boshlandi. Havo kompressori uchun marosim Kanal va G'arbiy ko'chalar Manxetten tomonida.[109] Qozuv ishlarini olib borayotgan ishchilar "qumloqlar "Gudzon daryosining har ikki qirg'og'idan har bir juft naychani qazish kerak edi, shunda ikkala tomon oxir-oqibat daryo tubi ostidan bir joyga ulanishi kerak edi. Tunnel portallar oralig'ida 9250 fut (2820 m) uzunlikda bo'lishi kerak edi. suvning o'rtacha balandligidan 28 metr balandlikda maksimal chuqurlikka tushing.[108]

Nyu-Jersi tomondan trubalar uchun qurilishni boshlash kechiktirildi, chunki Hudson daryosi avtomobil tunnel komissiyasi loyiha uchun erning bir qismini hali olmagan edi.[110] Jersi Siti rasmiylari Tunnel komissiyasi Jersi shahridagi 12 va 14-ko'chalarni kengaytirishni talab qilgan bo'lsa ham,[111] ushbu mansabdor shaxslar sotish narxlari bo'yicha kelishmovchilikda qatnashgan Eri temir yo'li ko'chalarni kengaytirish uchun olinadigan erlarning bir qismiga egalik qilgan. Natijada, Gudzon daryosidagi tunneldagi ishlar bir yilga kechiktirildi va 1926 yilgacha eng erta bajarilishi mumkin emas edi.[110] Nyu-Jersi tomonidagi ishlar nihoyat 1922 yil 30 mayda, Jersi Siti ma'murlari tunnel plazalarini qurish uchun jamoat erlarini berishni rad etishda davom etgandan so'ng boshlandi. Jersi Siti Savdo palatasi ushbu harakatni qoralagan maktub yozdi, chunki Nyu-Jersi tunnel komissiyasining Gudzon daryosi tunnel komissiyasidagi a'zolari keyingi kunning gazetalarida bu haqda o'qimaguncha, poydevor ochilishi to'g'risida xabardor qilinmagan edilar.[112] Iyun oyi o'rtalarida shtat kantsleri Jersi Siti rasmiylariga Gudzon daryosi tunnelida qurilishga to'sqinlik qilishga urinishni taqiqlovchi doimiy buyruq chiqardi.[113] Gudzon daryosi tunnel komissiyasi, oxir-oqibat, shaharning tunnel qurilishiga to'sqinlik qilishdagi turli xil harakatlari tufayli Jersi Siti o'zining poydevorini nishonlamasligini qaror qildi.[114] Biroq, Jersi Siti amaldorlari birinchi navbatda qurilishni kechiktirganlikda ayblangan bo'lsalar-da, har ikkala shtat rasmiylari Tunnel komissiyasidan qurilish jarayoni doirasida Gudzon daryosi tunneliga yaqinlashuvchi ko'chalarni kengaytirmoqchi bo'lishgan.[115]

Qurilish jarayoni, 1923 yil

Loyiha uchun oltita tunnel qazish qalqonlari etkazib berilishi kerak edi.[108] Ushbu qalqonlar diametrlari tunnel teshiklaridan kengroq bo'lgan silindrlarni o'z ichiga olgan va bu silindrlarda daryo tubi ostida haydalishi kerak bo'lgan yuzida har xil qalinlikdagi po'lat plitalar bo'lgan.[26] Qalqonlarning to'rttasi daryoning ostidan Gudzon daryosining tunnelini, qolgan ikkita qalqoni Gudzon daryosining g'arbiy qirg'og'idan Jersi Siti portaligacha qazishgan. Ular toshni kuniga 2,5 fut (0,76 m) tezlikda yoki loydan kunlik 5-6 fut (1,5 dan 1,8 m gacha) tezlikda qazib olishlari mumkin edi. Havo kompressorlari har bir dyuym uchun 140 dan 310 kPa gacha bo'lgan havo bosimini 20 dan 45 funtgacha ta'minlashi mumkin edi.[116] Tunnel qazish uchun ishlatiladigan belkuraklar Marion Power Shovel kompaniyasi,[117] oltita qazish qalqonlari Savdo Shipbuilding Corporation tomonidan qurilgan.[118] Havo kompressori 1922 yil sentyabr oyida qurib bitkazildi va birinchi qalqon Manxetten tomonining qurilish shaftiga o'rnatildi. Shu paytgacha Nyu-Jersi tomonidagi vallar qazib olinayotgan edi va ikkita suv o'tkazmaydigan kessonlar qurilmoqda.[119][26]

Qalqon o'sha yilning oktyabr oyi oxirida qalqonning ishlashi uchun zarur bo'lgan po'lat plitalar etkazib berilgandan so'ng zeriktira boshladi.[120] Birozdan keyin trubkalarni qoplagan dastlabki doimiy po'lat uzuklar yotqizildi.[121] Dekabr oyida kessonlar qurib bitkazilib, daryoga tushirildi,[122] kabi zarur uskunalar bilan jihozlangan kassonlar o'rnatilgandan so'ng havo bloklari,[26] tortma kemalari 1923 yil yanvarida kessonlarni joyiga tushirdi.[123] Rasmiylar ushbu taraqqiyot sur'ati bilan tunnel 1926 yil oxiri yoki 1927 yil boshlarida 36 oy ichida qurib bitkazilishini taxmin qilishdi.[124]

Tunnel qurilishi sandhog'lardan katta bosim ostida kessonda katta vaqtni 47,5 funt sterling (328 kPa) gacha sarflashni talab qildi, bu esa quvurlar tugaguniga qadar daryo suvining kirib kelishining oldini olish uchun zarur deb hisoblangan.[125] Kessonlar turli o'lchamdagi katta metall qutilar edi, ammo ularning har birida 6 metr qalinlikdagi (1,8 m) devorlar bor edi.[26] Sandhogs tunnelga bir qator havo shlyuzlari orqali kirgan va faqat belgilangan vaqt davomida tunnel ichida qolishi mumkin edi. Tunneldan chiqishda sandhoglar oldini olish uchun boshqariladigan dekompressiyadan o'tishi kerak edi dekompressiya kasalligi yoki "bukilishlar", bu tez dekompressiyadan qonda azot pufakchalari paydo bo'lishi.[125][126] Gudzon daryosi tunnelida ishlaydigan sandhog'lar uchun dekompressiya tezligi darajasi "beparvo bo'ladigan darajada kichik" deb ta'riflandi.[127] Qurilish davomida sandhoglar bunday dekompressiyalarni 756000 marta o'tkazgan. bu 528 ta egiluvchan holatga olib keldi, ammo hech biri o'limga olib kelmadi.[128] Tunnelning bosimi boshqa muammolarni keltirib chiqardi, shu jumladan 1924 yil aprel oyida quvurni suv bosgan bosimning ko'tarilishi.[129][126]

Daryoning geologiyasi tufayli Nyu-Jersi tomondan qazilgan qalqonlarni asosan loydan haydashgan va shuning uchun katta tosh shakllari orqali qazilgan Nyu-York tomonidagi qalqonlardan tezroq haydash mumkin edi. Ishchilar Manxetten qirg'og'ini qazib olishga harakat qilganda, hali yozilmagan granit borligi sababli bir necha hafta kechikishga duch kelishgan bulkhead qirg'oq bo'yida.[130] 1923 yil sentyabrda Manxetten qirg'og'idan taxminan 340 metr uzoqlikda yurib, ishchilar bir varaqqa duch kelishdi. Manxetten schisti daryo tubi ostida, ularni kuniga 12,5 futdan (3,8 m / d) kuniga 1 futdan (0,30 m / d) gacha qazishni sekinlashtiradigan qalqon qazish ishlarini bajarishga majbur qiladi. Ushbu chiqib ketish Manxettenning Gudzon daryosiga quyilgan oqimidan oziqlangan. Qumloqlar qalqonga zarar bermasdan tosh tokchasini qazish uchun kichik portlovchi zaryadlardan foydalanishni rejalashtirgan.[131] By December 1923, about 4,400 feet (1,300 m) of each tube's total length had been excavated, and the first of the shields had passed through the underwater shafts that had been sunk during construction.[130] Due to these unexpected issues, the cost estimate for the tunnel was increased from $28 million to $42 million in January 1924.[132] 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.[127]

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.[133] However, a New Jersey radio station later found that there was a spot in the middle of the tunnel that had no reception.[134]

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.[135] 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.[135]

Nearing completion

Jersey City entrance

The two 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 Kalvin Kulidj would have remotely set off an explosion to connect the two sides of the tunnel.[136] 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.[137] The tunnel was ultimately holed through on October 29, but it was a nondescript event without any ceremony.[17] On November 12, 1924, the Hudson River Vehicular Tunnel was renamed the Holland Tunnel by the two states' respective tunnel commissions.[138] Holland was succeeded by Milton Harvey Freeman, who died of pneumonia in March 1925, after several months of heading the job.[14][15] After Freeman's death, the position was occupied by Ole Singstad, who oversaw the completion of the tunnel.[16][14]

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.[139] Oltinchi avenyu was also widened and extended between Grinvich qishlog'i va Cherkov ko'chasi. Ten thousand people were evicted to make way for the Sixth Avenue extension.[140] The north-south Church Street was widened and extended southward to Trinity Place; G'arbiy ko'cha was expanded and supplemented with an elevated highway; and the west-east Vestry and Laight Streets were also widened.[141] On the New Jersey side, the Holland Tunnel was to connect a new highway (formerly the Marshrut 1 kengaytmasi; hozir Nyu-Jersi yo'nalishi 139 ), which extended westward to Nyuark.[6] This included a 2,100-foot (640 m) viaduct, rising 80 feet (24 m) from 12th and 14th Streets, at the bottom of the Palisades, to the new highway, at the top of the Palisades.[141] The New Jersey highway approach was opened in stages beginning in 1927,[142] and most of that highway was finished in 1930.[143]

The construction of the tunnel approach roads on the New Jersey side was delayed for months by the Erie Railroad, whose Bergen Arches right-of-way ran parallel to and directly south of Route 139, in the yo'l huquqi of the proposed approach roads. Although the Erie had promised to find another site for its railroad yards, it had refused to respond to the plans that the New Jersey State Highway Commission had sent them. In March 1925, the Highway Commission decided that construction on the approach roads would begin regardless of Erie's response, and so the land would be taken using taniqli domen.[144] This led to a legal disagreement between the Erie and the Highway Commission.[145] The Erie maintained that it absolutely needed 30 feet of land along 12th Street, while the Highway Commission stated that the most direct approach to the eastbound Holland Tunnel's 12th Street portal should be made using 12th Street. The commission rejected a suggestion that it should use 13th Street, one block north, because it would cost $500,000 more and involve two perpendicular turns.[146] In October 1926, one million dollars was allocated to the completion of the Route 139 approach.[147]

The contracts for constructing the Holland Tunnel's ventilation systems were awarded in December 1925.[148] 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.[135] The Holland Tunnel was nearly complete: in March 1926, Singstad stated that the tunnel was expected to be opened by the following February.[149] By May 1926, the tubes had been almost completely furnished: the polished-white tile walls were in place, as were the bright lighting systems and the Belgian-block-and-concrete road surfaces.[6] 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.[7]

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.[24] 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.[27] 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 exhaust.[150] The Chief Surgeon of the U.S. Board of Mines supported Singstad's position that the ventilation system could sufficiently filter the tubes' air.[151] 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.[152]

The governors of New York and New Jersey took ceremonial rides through the tunnel in August 1926, meeting at the midpoint.[153] The first unofficial drive through the entirety of the Holland Tunnel was undertaken by a group of British businessmen a year later, in August 1927.[154] The next month, a group from the Buffalo and Niagara Frontier Port Authority Survey Commission also visited the tunnel.[155] In October, a delegation of representatives from Detroyt, Michigan va Vindzor, Ontario, toured the nearly complete Holland Tunnel to get ideas for the then-proposed Detroyt-Vindzor tunnel.[156][157] Uchun muxbir 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.[9] Three hundred police officers were trained in advance of the Holland Tunnel's opening,[158] and bus companies started receiving franchises to operate buses through the tunnel.[159]

Opening and early years

Manhattan entrance

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 kanali 1915 yilda.[160] Vaqt jurnal called it "the golden lever of the Presidential telegraphic instrument."[28] It rang a giant brass bell at the tunnel's entrances that triggered American flags on both sides of the tunnel to separate.[28][160] The tunnel's opening ceremony was broadcast on local radio stations.[161] 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.[160] 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.[28][160] At the time, the Holland Tunnel was the world's longest continuous underwater vehicular tunnel,[28][17] as well as the world's first tunnel designed specifically for vehicular traffic.[17][3]:8

Each passenger car paid a 50-cent toll[162] (worth about $7.36 in 2019[163]). Tolls for other vehicular classes ranged from 25 cents for a motorcycle to two dollars for large trucks.[7][28][162] Commuter bus routes, which paid a 50-cent-per-vehicle toll,[162] began operating through the tunnel in December 1927.[164] 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 tolls were on par with those charged by the ferries.[165] The toll revenues would be used to pay off the tunnel's cost[28][21] (which was estimated at $48 million in 1927 dollars,[28][21][166] or equivalent to $577 million in 2019[167]). Within ten years of opening, it was expected that all construction costs would be paid off.[166] Horsedrawn vehicles were banned from the tunnel from the start, since it was believed that horses' slow speeds would cause traffic congestion in the tubes.[168] Pedestrian and bicycle traffic was also banned. A few months before the tunnel's opening, there were suggestions that pedestrians would be allowed to cross the tunnel if they paid a toll described as "not encouraging," but the idea was never seriously considered.[169]

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.[6][14][7] Singstad stated that increasing freight traffic across the river would result in a corresponding increase in truck traffic, which would then cause the tunnel to reach its maximum traffic capacity shortly after its opening.[170]

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.[171][28] On November 14, the Holland Tunnel's first weekday of operation, the tunnel carried 17,726 cars.[172] Traffic counts in the Holland Tunnel remained relatively steady until the following weekend, when over 40,000 vehicles went through the tunnel.[173] 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.[174] A half-million vehicles had passed through the Holland Tunnel within three weeks,[175] and a million had used the tubes by New Year's Day.[176] 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 Tunnel's construction costs might be paid off sooner than expected.[177]

Trans-Hudson ferries reported that their traffic counts had been halved in the two weeks since the tunnel opened,[178] and at least one ferry route reduced service within one month of the opening.[179] Another ferry cut its toll rates to half those of the Holland Tunnel in an effort to recover business.[180] The Hudson & Manhattan Railroad (later PATH), which operated rapid transit services across the Hudson River through its Shahar va Downtown Hudson Tubes, also saw a decline in ridership after the Holland Tunnel opened.[181]:55 Even after the start of the Katta depressiya in 1929, when most transit in New York City saw declines, the Holland Tunnel saw an increase in traffic, as did ferry lines.[182]

In 1930, there was a disagreement between the Hudson River Tunnel Commission and the Nyu-York ma'muriyatining porti over who would construct the Linkoln tunnel. The tunnel was to be located further north along the Hudson River, connecting nearby Yalang'och Manxettenga. The two agencies merged that April, and the expanded Port Authority of New York and New Jersey took over operations of the Holland Tunnel,[183] a role that it maintains to this day.[4] Real property title was not passed however.[184] A second vehicular link between New Jersey and Manhattan, the Jorj Vashington ko'prigi, opened in October 1931.[185] The Lincoln Tunnel, the third and final vehicular connection between New Jersey and Manhattan, first opened in December 1937.[186][187] 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.[188]

Keyingi yillar

In 1945, the Port Authority approved the extension of a tunnel approach 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 Route 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.[189] The 14th Street viaduct was first opened for vehicular use in January 1951, although the road was not complete;[190] it was officially completed that February.[191] The 12th and 14th Street viaducts were later also connected to the NJ Turnpike Kengaytma. The first part of the extension, the Newark Bay Bridge, opened between Bayonne va Newark aeroporti in April 1956;[192] 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.[193] The NJ Turnpike Extension, as well as the Holland Tunnel and the 12th/14th Street approaches, was designated as part of I-78 1958 yilda.[194]

The toll plaza on the New Jersey side in 1985, just before its reconstruction
The reconstructed toll plaza with EZ-Pass -Cash lane in 2009

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.[32] The next year, the Port Authority also voted to refurbish the Holland Tunnel's administration building on the New Jersey side, as well as construct a new service building.[195] The development of a 2-foot-wide (0.61 m) one-man miniature elektromobil for tunnel police, to be installed on the tubes' catwalks, was announced in August 1954.[196] The Port Authority tested the "catwalk car" along a 2,200-foot (670 m) stretch of the Holland Tunnel.[197] 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 either direction.[198]

Starting in the 1940s, New York City officials developed plans to connect the Holland Tunnel's Manhattan end to the Quyi Manxetten tezyurar yo'li, a proposed elevated highway connecting to both the Uilyamsburg ko'prigi va Manxetten ko'prigi to Brooklyn. This connection would be part of I-78.[199] 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.[200] The route of the Lower Manhattan Expressway was approved in 1960,[201] but quickly became controversial due to the large number of tenants who would have to be relocated.[202] The Lower Manhattan Expressway project was ultimately canceled in March 1971.[203]

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.[204] 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. 1986 yilda Verrazzano-toraygan ko'prik, between the New York City boroughs of Bruklin va Staten oroli, 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).[205] 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 ko'prigi, 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 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.[206] 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.[207] Fatal accidents involving pedestrians in Lower Manhattan also increased greatly as a result.[208] 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.[209]

A renovation of Holland Tunnel's tiled ceilings, which were deteriorating due to water damage, started in 1983.[210] 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 stated that the ceiling-replacement project was the first one of its kind in the world.[211] 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.[33]

The Holland Tunnel was listed as a Milliy tarixiy yo'nalish on June 27, 1993, becoming part of the Tarixiy joylarning milliy reestri. With this designation, it became the 92nd National Historic Landmark in New York City, as well as the sixth such landmark that was a tunnel. According to M. Ann Belkov, the Milliy park xizmati superintendent for Ellis oroli, the tunnel had been granted landmark status because it had been the first "mechanically ventilated underwater vehicular tunnel" in the world.[18][19][21] Between 2003 and 2006, the fire protection system in both tunnels was modernized. Yong'in o'chirish vositalari were placed in alcoves along the tunnel walls. Although the water supply was turned off, it remained in place during the renovation.[212]

The Holland Tunnel was closed on October 29, 2012, as "Sendi" dovuli yaqinlashdi. The tunnel, like many other New York 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.[213][214]

Accidents and terrorism

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.[215]

The 1949 yil Gollandiya tunnelidagi yong'in, which started aboard a chemical truck, caused severe damage to the south tube of the tunnel.[216] The fire resulted in 69 injuries and nearly $600,000 worth of damage to the structure. In addition, two first responders, a FDNY battalion chief and a Port Authority patrolman, died as a result of injuries sustained in fighting the fire.[217]

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.[43]:118 Other such sites in New Jersey include the Lincoln Tunnel in Weehawken, the Yo'l stantsiya Almashish joyi Jersi Siti va Port of Newark yilda Yelizaveta.[218] 1995 yilda, Shayx Omar Abdel Rahmon and nine other 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.[219]

Keyingi 2001 yil 11 sentyabr, hujumlar ustida Jahon savdo markazi, the Holland Tunnel remained closed to all but emergency traffic for over a month, due to the Manhattan portal's proximity to the Jahon savdo markazi sayti. When the tunnel reopened on October 15, 2001, strict new regulations were enacted, and bir kishilik transport vositalari va yuk mashinalari were banned from entering the tunnel.[220] In March 2002, before all of the post-9/11 restrictions were lifted, a warehouse fire near the eastbound tube's New Jersey portal caused the tunnel to be closed entirely for five days;[221] the fire continued for over a week.[222] That April, all trucks were banned from the westbound tube, and trucks with more than three axles were also banned from the eastbound tube.[223] 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.[224]

2006 yilda, a plot to detonate explosives in a Hudson River tunnel was uncovered by the Federal tergov byurosi. It was originally reported that the Holland Tunnel was the target, but in a later update of the source, the plot was clarified to be aimed at the Yo'l 's tubes instead of the Holland Tunnel.[225]

Yo'l haqlari

2020 yil 5-yanvar holatiga ko'ra, Nyu-Jersidan Nyu-Yorkka ketadigan naqd pullar avtomobillar va mototsikllar uchun $ 16; Nyu-Yorkdan Nyu-Jersiga ketayotgan yo'lovchi transport vositalari uchun to'lov yo'q. New Jersey and New York–issued E-ZPass users are charged $11.75 for cars and $10.75 for motorcycles during peak hours, and $13.75 for cars and $12.75 for motorcycles during off-peak hours. Nyu-Jersi va Nyu-York tashqarisidagi agentliklardan chiqarilgan E-ZPass-dan foydalanuvchilardan naqd stavka olinadi.[2]

Tolls are collected at a tollbooth on the New Jersey side. Dastlab pullik ikki yo'nalishda ham yig'ilgan. 1970 yil avgust oyida g'arbiy yo'nalishda harakatlanadigan haydovchilar uchun to'lov bekor qilindi va shu bilan birga, sharq tomon yo'nalgan haydovchilar yo'l haqi ikki baravarga ko'payganini ko'rishdi. Nyu-York-Nyu-Jersi va Hudson daryosining o'n bir boshqa o'tish yo'llarining yo'llari 130 mil (210 km) bo'ylab, ya'ni Tashqi ko'prikni kesib o'tish janubda to Rip Van Vinkl ko'prigi shimolda, o'sha paytda faqat janubga yoki sharqqa qarab o'zgartirilgan.[204] E-ZPass was first made available at the Holland Tunnel in October 1997.[226]

Ochiq yo'llar bilan to'lash will be implemented by the end of 2020. The tollbooths will be dismantled, and drivers will no longer be able to pay cash at the tunnel. Instead, there will be cameras mounted onto new overhead gantries. A vehicle without E-ZPass will have a picture taken of its license plate and a bill for the toll will be mailed to its owner. For E-ZPass users, sensors will detect their transponders wirelessly.[227] In March 2020, due to the Covid-19 pandemiyasi, all-electronic tolling was temporarily placed in effect for all Port Authority crossings, including the Holland Tunnel.[228]

Historic tolls for the Holland Tunnel
YillarYo'l uchun haqToll equivalent
2020 yilda[163]		Direction collectedRef.
1927–1970$0.50$3.29–8.89each direction[162]
1970–1975$1.00$4.75–6.58eastbound only[204]
1975–1983$1.50$4.65–7.13eastbound only[229]
1983–1987$2.00$4.50–6.21eastbound only[230]
1987–1991$3.00$5.63–6.75eastbound only[231]
1991–2001$4.00$5.78–7.51eastbound only[232]
2001–2008$6.00$7.12–8.66eastbound only[233]
2008–2011$8.00$9.09–9.50eastbound only[234]
2011–2012$12.00$13.36–13.64eastbound only[235]
2012–2014$13.00$14.04–14.27eastbound only[236]
2014–2015$14.00$15.10–15.12eastbound only[237]
2015–2020$15.00$15.00–16.18eastbound only[238]
Since January 5, 2020$16.00$16.00eastbound only[239]

Shuningdek qarang

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  53. ^ "40,000 Celebrate New Tubes' Opening". The New York Times. July 20, 1909. ISSN  0362-4331. Olingan 24 aprel, 2018.
  54. ^ "Bugun Pensilvaniya stantsiyasini oching". The New York Times. November 26, 1910. ISSN  0362-4331. Olingan 3-may, 2018.
  55. ^ "Freight Tunnels Under The Hudson". The New York Times. June 30, 1918. ISSN  0362-4331. Olingan 4-may, 2018.
  56. ^ a b v d e f g "Gudzon ostidagi transport vositasi tunnel ishonchli ko'rinadi". Nyu-York Quyoshi. 1919 yil 26-yanvar.1, 7.
  57. ^ "Railroads Would Use A Hudson River Bridge". The New York Times. 1906 yil 29-iyun. ISSN  0362-4331. Olingan 3-may, 2018.
  58. ^ "Shimoliy daryo bo'ylab uchta ko'prikni xohlaysizmi". The New York Times. 1908 yil 6-dekabr. ISSN  0362-4331. Olingan 3-may, 2018.
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  60. ^ a b "Proposed $30,000,000 Suspension Bridge Over the Hudson River, with a New York Approach Near West Fifty-Seventh Street". The New York Times. 1912 yil 22-dekabr. ISSN  0362-4331. Olingan 3-may, 2018.
  61. ^ a b v "Wagon Subways Under North River To Vie With Great Bridge in Linking Two States" (PDF). Nyu-York Herald. June 1, 1913. p. 2018-04-02 121 2. Olingan 2 may, 2018 - orqali Fultonhistory.com.
  62. ^ "Motor Truck Men To Hear River Plan". The New York Times. March 7, 1914. ISSN  0362-4331. Olingan 3-may, 2018.
  63. ^ Greater New York: Bulletin of the Merchants' Association of New York. Merchants' Association of New York. 1913. p. 144.
  64. ^ "HUDSON TUNNEL BILL SIGNED" (PDF). Saratogian. 1913 yil 4-aprel. Olingan 16 aprel, 2018 - orqali Fultonhistory.com.
  65. ^ "Tunnel Instead of Bridge". The New York Times. January 19, 1913. ISSN  0362-4331. Olingan 3-may, 2018.
  66. ^ a b "Driveway Under Hudson to Join States Is Urge" (PDF). Nyu-York Herald. October 5, 1913. p. 1. Olingan 2 may, 2018 - orqali Fultonhistory.com.
  67. ^ a b "Connecting Links Between New York and New Jersey". The New York Times. 1913 yil 28-dekabr. ISSN  0362-4331. Olingan 3-may, 2018.
  68. ^ "New Yorkers Favor Tunnel To Jersey". The New York Times. December 11, 1913. ISSN  0362-4331. Olingan 3-may, 2018.
  69. ^ "New Board To Plan For Jersey Tunnels". The New York Times. 1917 yil 9-iyun. ISSN  0362-4331. Olingan 4-may, 2018.
  70. ^ "Hudson River Tunnel Plan". The New York Times. April 8, 1917. ISSN  0362-4331. Olingan 4-may, 2018.
  71. ^ a b v d "Urges New Tunnel Under The Hudson". The New York Times. 1918 yil 18 mart. ISSN  0362-4331. Olingan 4-may, 2018.
  72. ^ "Ask Nation To Share In Tunnel To Jersey". The New York Times. 1918 yil 29-iyun. ISSN  0362-4331. Olingan 4-may, 2018.
  73. ^ "Hudson Tube Bill Rejected". The New York Times. December 13, 1918. ISSN  0362-4331. Olingan 4-may, 2018.
  74. ^ a b v d "Asks $28,669,000 For Jersey Tube". The New York Times. February 15, 1920. ISSN  0362-4331. Olingan 4-may, 2018.
  75. ^ a b "Major Gen. Goethals Favors Hudson River Tunnel". The New York Times. January 27, 1918. ISSN  0362-4331. Olingan 4-may, 2018.
  76. ^ "Bids $12,000,000 On Hudson Truck Tube". The New York Times. 1917 yil 15-dekabr. ISSN  0362-4331. Olingan 4-may, 2018.
  77. ^ a b "Under-Hudson Tunnel is Declared Feasible" (PDF). Saratogian. 1919 yil 17 mart. p. 6. Olingan 16 aprel, 2018 - orqali Fultonhistory.com.
  78. ^ a b "Engineers Study Vehicular Tunnel". The New York Times. 1919 yil 16 mart. ISSN  0362-4331. Olingan 4-may, 2018.
  79. ^ Harrington, John Walker (June 15, 1919). "Hudson Under-river Roadway". The New York Times. ISSN  0362-4331. Olingan 4-may, 2018.
  80. ^ "Pass Hudson Tunnel Bill". The New York Times. 1919 yil 18-iyun. ISSN  0362-4331. Olingan 4-may, 2018.
  81. ^ "Vehicular Tunnel Contract Signed" (PDF). Nyu-York Quyoshi. 1919 yil 28 sentyabr. P. 9. Olingan 2 may, 2018 - orqali Fultonhistory.com.
  82. ^ "Hudson Tube Contract". The New York Times. January 4, 1920. ISSN  0362-4331. Olingan 4-may, 2018.
  83. ^ a b "New Vehicular Tube to Cost $28,669,000" (PDF). New York Tribune. February 16, 1920. p. 6. Olingan 16 aprel, 2018 - orqali Fultonhistory.com.
  84. ^ a b v "Twin Tubes Under Hudson Will Care For Future Traffic" (PDF). The Sun and New York Herald. February 22, 1920. p. 12. Olingan 2 may, 2018 - orqali Fultonhistory.com.
  85. ^ "Demand Motor Tunnel". The New York Times. March 21, 1920. ISSN  0362-4331. Olingan 5 may, 2018.
  86. ^ "Declares Goethals Tube Would Float". The New York Times. March 2, 1920. ISSN  0362-4331. Olingan 4-may, 2018.
  87. ^ "Commissions Bar Goethals Tunnel". The New York Times. 1920 yil 10 mart. ISSN  0362-4331. Olingan 4-may, 2018.
  88. ^ "Holland Defends Twin-tube Tunnel". The New York Times. March 24, 1920. ISSN  0362-4331. Olingan 4-may, 2018.
  89. ^ "Pass Tunnel Bill Over Edwards Veto". The New York Times. May 5, 1920. ISSN  0362-4331. Olingan 5 may, 2018.
  90. ^ "Signs Bill To Begin New Jersey Tunnel". The New York Times. May 26, 1920. ISSN  0362-4331. Olingan 5 may, 2018.
  91. ^ "2 Bond Issues By Jersey". The New York Times. December 3, 1920. ISSN  0362-4331. Olingan 5 may, 2018.
  92. ^ "First Bids Opened For Vehicular Tube". The New York Times. September 22, 1920. ISSN  0362-4331. Olingan 5 may, 2018.
  93. ^ "Ground Is Broken For Vehicular Tube". The New York Times. October 13, 1920. ISSN  0362-4331. Olingan 5 may, 2018.
  94. ^ a b v "Solve Ventilation of Vehicular Tube". The New York Times. 1920 yil 10 oktyabr. ISSN  0362-4331. Olingan 5 may, 2018.
  95. ^ "Trying To Settle Tunnel Dispute". The New York Times. May 2, 1921. ISSN  0362-4331. Olingan 5 may, 2018.
  96. ^ "New Hitch Delays Vehicular Tunnel". The New York Times. July 29, 1921. ISSN  0362-4331. Olingan 5 may, 2018.
  97. ^ Gomez, John (April 10, 2012), "Brilliant design in Modernist towers that ventilate the Holland Tunnel: Legends & Landmarks", Jersi jurnali, olingan 12 avgust, 2012
  98. ^ Bjork, K. (2007). Po'lat va betonda saga - Amerikadagi Norvegiya muhandislari. Kitoblar o'qish. ISBN  978-1-4067-6829-9. Olingan 29 may, 2018.
  99. ^
    • "Studies and Methods Adopted for Ventilating the Holland Vehicular Tunnels". Engineering News-Record. 98. June 9, 1927. pp. 934–939.
    • "Ventilating the Holland Vehicular Tunnel". Heating and Ventilating Magazine. 23 (79). 1926 yil avgust.
    • Singstad, Ole. "Ventilation of Vehicular Tunnels". Proceedings of the World Engineering Congress. 9. 381-399 betlar.
    • Davis, A. C. (October 1930). "Development of the ventilation system of the Holland Tunnel". Heating, Piping and Air Conditioning. 2. pp. 866–874.
    • Fildner, A.C .; Xenderson, Y .; Pol, JW; boshqalar (1927 yil fevral). "Avtomobil tunnellarini shamollatish (AQSh minalar byurosining Nyu-York shtat ko'prigi va tunnel komissiyasi va Nyu-Jersi shtat ko'prigi va tunnel komissiyasiga hisoboti)". Amerika isitish va ventilyatsiya muhandislari jamiyati. Iqtibos jurnali talab qiladi | jurnal = (Yordam bering)
  100. ^ a b v d "Toza havo transport tunneliga kafolatlangan". The New York Times. 1924 yil 17-fevral. ISSN  0362-4331. Olingan 6 may, 2018.
  101. ^ "O'quv trubkasini shamollatish". The New York Times. 1921 yil 3-aprel. ISSN  0362-4331. Olingan 5 may, 2018.
  102. ^ a b "Po'lat va betonda saga: Amerikadagi norvegiyalik muhandislar". 1947. Arxivlangan asl nusxasi 2015 yil 26 sentyabrda.
  103. ^ "Tunnel havosi toza deb nomlangan". The New York Times. 1927 yil 9-dekabr. ISSN  0362-4331. Olingan 10 may, 2018.
  104. ^ "Naychali takliflar uchun reklama". The New York Times. 1921 yil 30-dekabr. ISSN  0362-4331. Olingan 5 may, 2018.
  105. ^ "Uch yil ichida avtomobil naychalari". The New York Times. 1922 yil 8-yanvar. ISSN  0362-4331. Olingan 5 may, 2018.
  106. ^ "Eng past Jersi tunnel taklifi $ 19,250,000". The New York Times. 1922 yil 16-fevral. ISSN  0362-4331. Olingan 5 may, 2018.
  107. ^ "Jersi tunneliga shartnoma topshirildi". The New York Times. 1922 yil 29 mart. ISSN  0362-4331. Olingan 5 may, 2018.
  108. ^ a b v "Bugun Jersi tunnelida ish boshlanadi". The New York Times. 1922 yil 31 mart. ISSN  0362-4331. Olingan 5 may, 2018.
  109. ^ "Avtomobil tunnelida ish boshlanadi". The New York Times. 1922 yil 1-aprel. ISSN  0362-4331. Olingan 5 may, 2018.
  110. ^ a b "Mahkumlik tunnel kechikishiga olib kelishi mumkin". The New York Times. 1922 yil 23-aprel. ISSN  0362-4331. Olingan 5 may, 2018.
  111. ^ "Gudzon tunnelining kechikishi". The New York Times. 1922 yil 27-aprel. ISSN  0362-4331. Olingan 5 may, 2018.
  112. ^ "Tunnel ishi Jersi shahar palatasini qo'zg'atadi". The New York Times. 1922 yil 21-iyun. ISSN  0362-4331. Olingan 5 may, 2018.
  113. ^ "Jersi Siti tunneldagi kurashda mag'lub bo'ldi". The New York Times. 1922 yil 14-iyul. ISSN  0362-4331. Olingan 5 may, 2018.
  114. ^ "Jersi tunnelni nishonlay olmadi". The New York Times. 1922 yil 23-avgust. ISSN  0362-4331. Olingan 5 may, 2018.
  115. ^ "Plazma tunneldagi snag loyihasi". The New York Times. 1923 yil 24 oktyabr. ISSN  0362-4331. Olingan 6 may, 2018.
  116. ^ "Avtomobil tunneliga birinchi qalqon o'rnatildi". The New York Times. 1922 yil 15 oktyabr. ISSN  0362-4331. Olingan 5 may, 2018.
  117. ^ "Pudratchilar va muhandislar jurnali". Pudratchilar va muhandislar jurnali. 10: 80. 1925.
  118. ^ "Yangi tunnel uchun qalqonlar". The New York Times. 1922 yil 13-aprel. ISSN  0362-4331. Olingan 5 may, 2018.
  119. ^ "Yangi Gudzon naychasi zeriktira boshladi". The New York Times. 1922 yil 12 sentyabr. ISSN  0362-4331. Olingan 5 may, 2018.
  120. ^ "Qalqon Gudzon tunnelidan zo'r bera boshladi". The New York Times. 1922 yil 27 oktyabr. ISSN  0362-4331. Olingan 5 may, 2018.
  121. ^ "Tunnel qazib oluvchilar daryo ostidan hayajonni topishmoqda". The New York Times. 1922 yil 12-noyabr. ISSN  0362-4331. Olingan 5 may, 2018.
  122. ^ "Gudzon ostida yolg'on gapiradigan eng katta Kesson". The New York Times. 1922 yil 24-dekabr. ISSN  0362-4331. Olingan 5 may, 2018.
  123. ^ "Katta Kaysonning qattiq ish uchun safari uchun sayohati". The New York Times. 1923 yil 31-yanvar. ISSN  0362-4331. Olingan 5 may, 2018.
  124. ^ "Katta Xadson tunneli 36 oyda tayyor". The New York Times. 1923 yil 1-yanvar. ISSN  0362-4331. Olingan 5 may, 2018.
  125. ^ a b Kinduol, Erik P (1997). "Siqilgan havo tunnellari va kesson ishlarini dekompressiya qilish tartibi: ishlab chiqish, muammolar va echimlar". Dengiz osti va giperbarik tibbiyot jurnali. 24 (4): 337–45. PMID  9444066. Olingan 11 mart, 2009.
  126. ^ a b "Gudzon ostidagi ajoyib avtomobil tunnelining ochilishi yaqinda" (PDF). Buffalo Courier Express. 1927 yil 30 oktyabr. 3T bet. Olingan 16 aprel, 2018 - orqali Fultonhistory.com.
  127. ^ a b "Avtomobil tunnelida ish olib borilmoqda". The New York Times. 1924 yil 2 mart. ISSN  0362-4331. Olingan 6 may, 2018.
  128. ^ Byork, Kennet (2007). Po'lat va betonda saga - Amerikadagi Norvegiya muhandislari. Kitoblar o'qish. 181-190 betlar. ISBN  978-1-40676-829-9.
  129. ^ "Suv toshqini bo'lgan transport vositasi trubkasi". The New York Times. 1924 yil 4-aprel. ISSN  0362-4331. Olingan 9 may, 2018.
  130. ^ a b "Birinchi tunnel aloqasi endi tugallandi". The New York Times. 1923 yil 23-dekabr. ISSN  0362-4331. Olingan 6 may, 2018.
  131. ^ "Gudzon ostidan tosh devor topilgan". The New York Times. 1923 yil 9 sentyabr. ISSN  0362-4331. Olingan 6 may, 2018.
  132. ^ "Avtomobil tunnelining narxi 14 000 000 dollarni tashkil etadi". The New York Times. 1924 yil 15-yanvar. ISSN  0362-4331. Olingan 6 may, 2018.
  133. ^ "Jersi naychasida radio to'lqinlari eshitildi". The New York Times. 1924 yil 5-yanvar. ISSN  0362-4331. Olingan 6 may, 2018.
  134. ^ "Radio musiqasi transport vositalarining tunelida zaiflashadi". The New York Times. 1927 yil 22-oktabr. ISSN  0362-4331. Olingan 9 may, 2018.
  135. ^ a b v "Tunnel uchun yana 3 200 000 dollar so'raldi". The New York Times. 1926 yil 10-fevral. ISSN  0362-4331. Olingan 8 may, 2018.
  136. ^ "Daryo ostidagi naychalar 29 oktyabrda uchrashadi". The New York Times. 1924 yil 12 oktyabr. ISSN  0362-4331. Olingan 6 may, 2018.
  137. ^ "C. M. Golland buzilgandan keyin vafot etdi". The New York Times. 1924 yil 28-oktabr. P. 23. ISSN  0362-4331. Olingan 29 may, 2010.
  138. ^ "Metroda reklama e'lonlari uchun yangi taklif yubordi". The New York Times. 1924 yil 13-noyabr. ISSN  0362-4331. Olingan 8 may, 2018.
  139. ^ "Fight Plaza-ning daryo naychasidagi rejasini o'zgartirish". The New York Times. 1926 yil 24-fevral. ISSN  0362-4331. Olingan 8 may, 2018.
  140. ^ "10 ming kishi mahkum etilgan uylarni tark etishi kerak". The New York Times. 1926 yil 29-iyul. ISSN  0362-4331. Olingan 8 may, 2018.
  141. ^ a b Uoker, Valdo (1927 yil 21-avgust). "Holland Tube yo'llari katta vazifani o'z ichiga oladi". The New York Times. ISSN  0362-4331. Olingan 9 may, 2018.
  142. ^ "Jersi yo'l aloqasi 4-iyul kuni ochiladi". The New York Times. 1927 yil 19-iyun. ISSN  0362-4331. Olingan 8 may, 2018.
  143. ^ "Nyu-Jersi yangi avtoulovni ochdi". The New York Times. 1930 yil 28 sentyabr. ISSN  0362-4331. Olingan 8 may, 2018.
  144. ^ "Erie Tube-ni kechiktiradi, Jersi kengashiga to'sqinlik qiladi". The New York Times. 1925 yil 14 mart. ISSN  0362-4331. Olingan 8 may, 2018.
  145. ^ "Temir yo'l va davlat ustuvor qarorni qidirmoqda". The New York Times. 1925 yil 26-aprel. ISSN  0362-4331. Olingan 8 may, 2018.
  146. ^ "Eri tunnel maydonidan qimirlamaydi". The New York Times. 1925 yil 7-may. ISSN  0362-4331. Olingan 8 may, 2018.
  147. ^ "Tunnel yondashuvi uchun $ 1,000,000". The New York Times. 1926 yil 6-oktabr. ISSN  0362-4331. Olingan 8 may, 2018.
  148. ^ "Tunnelni shamollatish bo'yicha takliflar". The New York Times. 1925 yil 16-dekabr. ISSN  0362-4331. Olingan 8 may, 2018.
  149. ^ "Jersi tunnel kelasi fevral oyida tayyor bo'ladi, deydi muhandis". The New York Times. 1926 yil 10 mart. ISSN  0362-4331. Olingan 8 may, 2018.
  150. ^ "Naychadagi shamollatish tahdid deb nomlangan". The New York Times. 1927 yil 14-aprel. ISSN  0362-4331. Olingan 9 may, 2018.
  151. ^ "Avtomobil naychasida havo etarli bo'ladi". The New York Times. 1927 yil 28-aprel. ISSN  0362-4331. Olingan 9 may, 2018.
  152. ^ "Avtomobil yangi naychada sinov sifatida yondi". The New York Times. 1927 yil 4-noyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  153. ^ "Smit va Mur tunnelda uchrashishdi". The New York Times. 1926 yil 22-avgust. ISSN  0362-4331. Olingan 8 may, 2018.
  154. ^ "Britaniyalik savdogarlar Hudson ostida yurishadi". The New York Times. 1927 yil 26-avgust. ISSN  0362-4331. Olingan 9 may, 2018.
  155. ^ "Avtomobil naychasini tekshiradi". The New York Times. 1927 yil 29 sentyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  156. ^ "Detroyters Gudzon tunnelini ko'rishmoqda" (PDF). Nyu-York Quyoshi. 1927 yil 14-oktabr. P. 59. Olingan 16 aprel, 2018 - orqali Fultonhistory.com.
  157. ^ "Detroyt muhandislari Holland Tube-ga tashrif buyurishdi". The New York Times. 1927 yil 15 oktyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  158. ^ "Holland Tube uchun 300 ta yo'l harakati politsiyasi". The New York Times. 1927 yil 16-may. ISSN  0362-4331. Olingan 9 may, 2018.
  159. ^ "Holland tunnel avtobus liniyalari". The New York Times. 1927 yil 6-iyul. ISSN  0362-4331. Olingan 9 may, 2018.
  160. ^ a b v d "Gala ochilishidan so'ng Gollandiyalik naychalarga ulkan olomon yuradi". The New York Times. 1927 yil 13-noyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  161. ^ "Radiolar tunnel mashqlarini olib boradi". The New York Times. 1927 yil 12-noyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  162. ^ a b v d "Gollandiyalik tunnel uchun pullik o'lchovi aniqlandi". The New York Times. 1927 yil 2-noyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  163. ^ a b Minneapolis Federal zaxira banki. "Iste'mol narxlari indeksi (taxminiy) 1800–". Olingan 1 yanvar, 2020.
  164. ^ "Holland tunnel avtobuslari". The New York Times. 1927 yil 16-dekabr. ISSN  0362-4331. Olingan 11 may, 2018.
  165. ^ "Yuk ko'taruvchilar Holland tüp stavkalariga norozilik bildirishdi". The New York Times. 1927 yil 3-noyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  166. ^ a b "Gollandiya tunnellari 48,400,000 dollarga tushadi". The New York Times. 1926 yil 27-dekabr. ISSN  0362-4331. Olingan 9 may, 2018.
  167. ^ Tomas, Ryland; Uilyamson, Samuel H. (2020). "O'shanda AQSh YaIM nima edi?". Qiymat. Olingan 22 sentyabr, 2020. Qo'shma Shtatlar Yalpi ichki mahsulot deflyatori raqamlar quyidagicha Qiymatni o'lchash seriyali.
  168. ^ "Holland tüpünden otlar bar bo'ladi". The New York Times. 1927 yil 27 mart. ISSN  0362-4331. Olingan 9 may, 2018.
  169. ^ Uoker, Valdo (1927 yil 21-avgust). "Holland Tube yo'llari katta vazifani o'z ichiga oladi". The New York Times. p. XX10. ISSN  0362-4331. Olingan 29 may, 2010.
  170. ^ "Holland Tube-da yuk mashinalarining tiqilib qolishidan qo'rqadi". The New York Times. 1927 yil 17 sentyabr. ISSN  0362-4331. Olingan 9 may, 2018.
  171. ^ "52,285 avtoulov Jam" Gollandiyalik "tomosha qilish kunida". The New York Times. 1927 yil 14-noyabr. ISSN  0362-4331. Olingan 10 may, 2018.
  172. ^ "Tunelda trafik 40 sent. Yuk mashinalari". The New York Times. 1927 yil 15-noyabr. ISSN  0362-4331. Olingan 10 may, 2018.
  173. ^ "Yana jozibadorlar Jam Jam Tube". The New York Times. 1927 yil 21-noyabr. ISSN  0362-4331. Olingan 10 may, 2018.
  174. ^ "Tunnel uchun bayram sinovi". The New York Times. 1927 yil 25-noyabr. ISSN  0362-4331. Olingan 10 may, 2018.
  175. ^ "Holland Tube-ning 500 minginchi avtomobili shaharga Yul daraxtlarini olib keladi". The New York Times. 1927 yil 6-dekabr. ISSN  0362-4331. Olingan 10 may, 2018.
  176. ^ "Million avtomobil tunneldan foydalanmoqda". The New York Times. 1928 yil 1-yanvar. ISSN  0362-4331. Olingan 11 may, 2018.
  177. ^ "Yil davomida naychadan foydalanilgan 8,517,689 avtomobil". The New York Times. 1928 yil 14-noyabr. ISSN  0362-4331. Olingan 11 may, 2018.
  178. ^ "Yangi tunnel paromlarga zarar etkazmoqda". The New York Times. 1927 yil 30-noyabr. ISSN  0362-4331. Olingan 10 may, 2018.
  179. ^ "Feribotlar jadvali qisqartirildi". The New York Times. 1927 yil 29-dekabr. ISSN  0362-4331. Olingan 11 may, 2018.
  180. ^ "Tunnel raqobati parom narxlarini qisqartirdi". The New York Times. 1928 yil 8-may. ISSN  0362-4331. Olingan 11 may, 2018.
  181. ^ Cudahy, Brian J. (2002), Qudratli Gudson ostidagi relslar (2-nashr), Nyu-York: Fordham universiteti matbuoti, ISBN  978-0-82890-257-1, OCLC  911046235
  182. ^ "Shaharga sayohat katta pasayishni ko'rsatmoqda". The New York Times. 1932 yil 9-may. ISSN  0362-4331. Olingan 11 may, 2018.
  183. ^ "Tunnel loyihasi uchun port boshqaruvini birlashtirish". The New York Times. 1930 yil 5-aprel. ISSN  0362-4331. Olingan 11 may, 2018.
  184. ^ "Tarix - Gollandiya tunnel". Nyu-York va Nyu-Jersi port ma'muriyati. Olingan 29 may, 2010.
  185. ^ "Birinchi kuni 56.312 ta avtomobil ko'prikni kesib o'tdi". The New York Times. 1931 yil 26 oktyabr. ISSN  0362-4331. Olingan 11 may, 2018.
  186. ^ "Bu erda tantanali marosimga bag'ishlangan Linkoln tunnel". Nyu-York Quyoshi. 1937 yil 21-dekabr. Pp.[1], 23.
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