Brooklyn–Battery Tunnel
I-478 Toll (unsigned) | |
Crosses | East River |
---|---|
Operation | |
Opened | May 25, 1950 |
Operator | MTA Bridges and Tunnels |
Traffic | 54,076 (2016)[1] |
Toll | As of August 6, 2023, $11.19 (Tolls By Mail and non-New York E-ZPass); $6.94 (New York E-ZPass); $9.11 (Mid-Tier NYCSC E-Z Pass) |
Technical | |
Length | 9,117 feet (2,779 m) |
No. of lanes | 4 |
Tunnel clearance | 12 feet 1 inch (3.68 m) |
Route map | |
The Brooklyn–Battery Tunnel, officially the Hugh L. Carey Tunnel and commonly referred to as the Battery Tunnel or Battery Park Tunnel, is a tolled tunnel in New York City that connects Red Hook in Brooklyn with the Battery in Manhattan. The tunnel consists of twin tubes that each carry two traffic lanes under the mouth of the East River. Although it passes just offshore of Governors Island, the tunnel does not provide vehicular access to the island. With a length of 9,117 feet (2,779 m), it is the longest continuous underwater vehicular tunnel in North America.
Plans for the Brooklyn–Battery Tunnel date back to the 1920s. Official plans to build the tunnel were submitted in 1930 but were initially not carried out. The New York City Tunnel Authority, created in 1936, was tasked with constructing the tunnel. After unsuccessful attempts to secure federal funds, New York City Parks Commissioner
The Brooklyn–Battery Tunnel is part of the Interstate Highway System, carrying the entirety of the unsigned Interstate 478 (I-478) since 1971. The tunnel originally carried New York State Route 27A (NY 27A) until 1970. In 2012, the tunnel was officially renamed after former New York Governor Hugh Carey. It is operated by MTA Bridges and Tunnels as one of the MTA's nine tolled crossings.
Description
The Brooklyn–Battery Tunnel consists of two two-lane tubes, one in each direction. They pass underneath the
The tunnel was originally commissioned by the New York City Tunnel Authority, whose chief engineer
The "Battery" in the tunnel's name refers to an artillery battery originally located at that site during New York City's earliest days.[10] The tunnel was officially renamed after former Governor Hugh Carey in 2012[11] since he had lived in Brooklyn.[12]
The Brooklyn–Battery Tunnel is owned and operated by the TBTA's successor MTA Bridges and Tunnels, an affiliate agency of the Metropolitan Transportation Authority (MTA).[4][13] Until 2017, the agency collected tolls at a tollbooth on the Brooklyn side. The tollbooths have been demolished and replaced with electronic toll gantries on the Manhattan side.[14][15] As of 2016[update], the tunnel is used by 54,076 vehicles on an average weekday.[1]
Associated structures
The Brooklyn–Battery Tunnel has a total of four ventilation buildings: two in Manhattan, one in Brooklyn, and one on Governors Island.[4] One of the Manhattan ventilation buildings is granite-faced and designed like a monument due to objections to the building's design during the construction process.[16] The Manhattan ventilation structure was depicted as the men in black's headquarters in the Men in Black movie franchise.[17][18]
The Governors Island ventilation structure, designed by McKim, Mead & White,[19] is an octagonal building located over the midpoint of the tunnel's route, at its lowest point. According to the MTA, the ventilation buildings can completely replace the tunnel's air every 90 seconds.[20] During construction, tunnel engineers touted the ventilation system as being so efficient that the ventilation towers could blow 25,000 short tons (23,000 t; 22,000 long tons) of clean air into the tunnel every hour. The system consists of 53 fans that each had a diameter of eight feet (2.4 m).[21][22][23]
At the Manhattan end, a 2,126-space parking garage sits above the approach to the Brooklyn–Battery Tunnel from the West Side Highway.[24] When the garage opened in 1950, it had 1,050 spaces across seven levels, which were constructed at a cost of $3.5 million (equivalent to $35.2 million in 2023[25]).[26] The parking facility was expanded in 1965–1968 due to its popularity among motorists.[24] The garage was the city's first publicly owned parking lot.[27]
Transportation
The tunnel carries 28
History
Planning
A vehicular tunnel under the East River between Manhattan and Brooklyn was proposed by the New York Board of Trade and Transportation in 1925 in response to growing truck traffic congestion in Lower Manhattan. The tunnel would have been located between the Manhattan Bridge and the Brooklyn Bridge.[30] A tunnel that specifically connected the Battery in Manhattan with Red Hook in Brooklyn, passing underneath the East River and Governors Island south of both the Manhattan and Brooklyn bridges, was first proposed by Brooklyn Borough president James J. Byrne in 1926. However, this plan initially did not receive support.[31] Albert Goldman, the New York City Commissioner of Plant and Structures, brought up the plan again in January 1929.[32] In February 1930, the city publicized plans for a six-lane vehicular tunnel from West Street, Manhattan, to Hamilton Avenue, Brooklyn.[33][34] At the time, ferry service along that path was slow and unreliable.[35] Real-estate speculators believed that land prices along Hamilton Avenue would appreciate as a result of the tunnel's construction and that freight shipments could be delivered to Manhattan faster. The tunnel proposal also entailed widening Hamilton Avenue to 200 feet (61 m) and building a large bridge over the Gowanus Canal, south of the proposed tunnel's entrance.[34]
In May 1930, the Terminal Bridge Corporation petitioned the New York City Board of Estimate for permission to build and operate a tunnel under the East River.[36] In November of that year, the Board of Estimate referred the Brooklyn–Manhattan tunnel plan to the New York City Board of Transportation (NYCBOT), who was tasked with surveying the site of the tunnel. At the time, the tunnel would have cost $75 million (equivalent to $1.09 billion in 2023[25]), including land acquisition if it included two three-lane tunnels. The tunnels itself would have cost $58 million (equivalent to $842 million in 2023[25]) if they were three lanes or $50 million (equivalent to $726 million in 2023[25]) if two lanes.[31][37] The next year, NYCBOT announced that the construction the proposed tunnel was estimated to cost $60 million (equivalent to $968 million in 2023[25]), assuming that the tunnels were 31 feet (9.4 m) in diameter with 21-foot (6.4 m) roadways and a 13.5-foot (4.1 m) clearance.[38][39] In October 1933, the Board of Estimate approved funding for the tunnel in the city's capital outlay budget for 1934.[40] Two months later, the Board of Estimate approved the Brooklyn–Manhattan tunnel in conjunction with a Staten Island–Brooklyn tunnel under the Narrows.[41] The city was set to ask for $50 million (equivalent to $935 million in 2023[25]) in federal funding,[42] but this request was dropped from the final vote.[41]
Mayor Fiorello La Guardia set up a public-works authority in February 1935 so the city could apply for loans from the federal Public Works Administration (PWA). This authority was set to receive $60 million (equivalent to $1.05 billion in 2023[25]) in funds for the Brooklyn–Manhattan tunnel.[43] The same month, city officials hired temporary workers to survey sites for the proposed tunnel so that they could create a report for the PWA application.[44] Civic groups and Brooklyn politicians petitioned the city to commence construction immediately so traffic congestion could be reduced.[45] However, President Franklin D. Roosevelt had stipulated that PWA funding only be given to projects that could be finished within a year of the grant being awarded. Since the Brooklyn–Manhattan tunnel project would take longer, it and other New York City highway projects were ineligible for PWA funding.[46]
In January 1936, the
Copies of the plans for the Brooklyn–Battery Tunnel were submitted to La Guardia's mayoral administration in February 1937. Two tunnels, one in each direction, would connect to the West Side Highway and the FDR Drive on the Manhattan side and to Hamilton Avenue on the Brooklyn side.[57][58] In the future, the West Side Elevated Highway would be extended from the north, connecting to the new tunnel.[59] There would be a ventilation tower at the midpoint on Governors Island because the tunnels would stretch 8,800 feet (2,700 m) between the two portals,[57] and it was thought that the ventilation towers at either end might not pull in sufficient air.[60] The tunnels would be designed to carry a maximum of 15 million vehicles per year, but it was projected that only nine million would use the tunnels during their first year of operation and that the tunnels would not reach their full capacity for another 16 years. The cost of the project had increased to $70 million (equivalent to $1.17 billion in 2023[25]), and La Guardia wanted a $30-million (equivalent to $500 million in 2023[25]) federal grant so construction could start quickly. A toll of $0.25 per motorist, collected at the Brooklyn end, would help finance the rest of the tunnel and make it profitable.[57][58] The tunnel would also halve travel time between southern Brooklyn and Lower Manhattan since, at the time, there was no direct route for traffic between these two areas.[58] This, in turn, was expected to expedite cargo deliveries between these areas, thereby reviving Brooklyn's declining cargo industry.[61] The route between Hamilton Avenue and the West Side Highway was determined to be the cheapest route that could be constructed.[58]
Although preliminary borings were set to start in February 1937,
The Tunnel Authority suggested that federal funding could be used to pay for the tunnel and that private financing could also be provided if it was needed.[62] In June 1938, the city requested a $70.9-million (equivalent to $1.2 billion in 2023[25]) PWA grant for the construction of the Brooklyn–Battery Tunnel.[64] The next month, La Guardia met with PWA chair Harold L. Ickes and Reconstruction Finance Corporation (RFC) chair Jesse H. Jones to convince them to help fund the tunnel because the project could now be completed within a year.[65] The city government then published a new financial plan in September 1938, wherein the cost of the tunnel would increase to $77.3 million (equivalent to $1.31 billion in 2023[25]). The city would reduce its request from the PWA by $19.82 million (equivalent to $337 million in 2023[25]) and raise that money by selling bonds instead, and it would also apply for $45 million (equivalent to $764 million in 2023[25]) from the RFC.[66] Manhattan Borough President Stanley M. Isaacs objected to the tunnel plan because he thought the proposal would not be able to adequately handle traffic on the Manhattan side.[67] In response, Parks Commissioner Moses asked Isaacs to think of a better idea to deal with the traffic.[68] Ickes later rejected the city's request for PWA funds, saying that there were "tremendous financial and practical obstacles" for any further PWA involvement. These impediments included a lack of money because, although the PWA had given the city an appropriation for the Belt Parkway, the money had been used up.[69] Due to the PWA's refusal to grant a loan for the Battery Tunnel's construction, the project was temporarily put on hold.[70]
Bridge proposal
In January 1939, after the failure to allocate federal funds to the tunnels, Moses (now the chair of the
Moses was able to garner support for the bridge from influential city and state politicians, including four of five borough presidents, Mayor La Guardia, and US Senator
Moses quickly sought to obtain approval from the
The Department of War ultimately declined to endorse the Brooklyn–Battery Bridge. In May 1939 Robert Woodring, the
Moses continued to support the bridge, praising it as less intrusive and cheaper than a tunnel, despite great public opposition to a bridge.[101] In October, in a last effort to garner official acceptance for the Battery Bridge plan, Moses and La Guardia appealed directly to President Roosevelt to form an independent committee to study the proposal.[102][103] Moses again revised the plan, adding a ramp to Governors Island so the Army forces could also use the bridge, in a fashion similar to the San Francisco–Oakland Bay Bridge's connection to the Army reservation on Yerba Buena Island in California.[103] However, Roosevelt upheld the Department of War's decision and declined to create such a committee.[104][4]
Tunnel plans finalized
In July 1939, after the bridge plan was canceled, the proposal for the Brooklyn–Battery Tunnel was revisited. Around this time, Roosevelt's administration was considering loosening PWA requirements and lowering interest rates so that the Battery Tunnel could qualify for these funds.[105] By November, La Guardia was arranging to obtain financing for the tunnel, even if it had to come from private sources.[106][107] After a meeting with La Guardia, RFC chair Jones announced that there were no obstacles to granting a $70-million (equivalent to $1.2 billion in 2023[25]) loan toward the tunnel project. The city was expecting to start construction once the loan was received.[108][109] The tunnel plans were completed and sent to federal agencies for approval that month.[110]
The New York City Tunnel Authority announced in March 1940 that it would start construction within 40 days. Preliminary construction and land acquisition for the Brooklyn approach was already underway. The Army had already approved the tunnel but, due to a minor change in the plan, had to hold another hearing, and the Army was expected to uphold the permit.[111] In May, La Guardia signed a preliminary contract to start construction.[112] Moses stated that he wanted to complete the tunnel, a crucial link in the Circumferential Parkway System, as soon as possible.[113] The RFC granted the city $57 million (equivalent to $971 million in 2023[25]) for the tunnel project later that month.[114][115] Ole Singstad, the chief engineer of the New York City Tunnel Authority, was commissioned to design the tunnel.[4] As a cost-saving measure, the Tunnel Authority briefly considered constructing the Brooklyn–Battery Tunnel by digging a trench under the East River and then covering it up.[116]
In mid-1940, 400 Brooklyn residents living in the tunnel's
Construction starts
The Brooklyn–Battery Tunnel's groundbreaking ceremony was supposed to be held on October 8, 1940, with President Roosevelt in attendance.[121] At the time, the president was in the final weeks of his reelection campaign for the 1940 United States presidential election, and he was expected to campaign at several places around New York City.[122] The groundbreaking was ultimately pushed back to October 28. At the ceremony, Roosevelt extolled the benefits of a tunnel as opposed to a bridge, while Mayor La Guardia invited the president to return for the opening ceremony in four years.[123][124] Three days later, the city approved a motion to widen Hamilton Avenue from 80 to 300 feet (24 to 91 m) to make way for the Brooklyn tunnel approach, as well as awarded a contract for the tunnel's lining to Bethlehem Steel.[125][126]
The start of actual tunneling was delayed due to dispute between a dockworkers' union, which was commissioned to dig the tunnel, and a sandhogs' union, which claimed that its members were entitled to work on the project because the sandhogs specialized in building tunnels.[127][128] This disagreement turned into a violent protest[129] and multiday strike in February 1941.[130] The next year, some union sandhog workers were banned from working on the Battery Tunnel project due to a disagreement with their union's parent union.[131]
Another issue arose when it was revealed that the
In August 1940, the city filed plans for two drawbridges across the Gowanus Canal as part of the Brooklyn–Battery Tunnel approach project.[142] The US Army officially approved plans for the Gowanus Canal bridge in October, just before the tunnel was set to begin construction.[143] The Gowanus bridge's contract was awarded in December 1940.[144] A contract for the Gowanus Parkway approach to the tunnel and bridge was awarded the next month.[145] In mid-1941, planners realized that Hicks Street, on the Brooklyn side, would also need to be widened so that traffic from the north could enter the tunnel, whose Brooklyn portal faced southeast.[146] By May 1942, the Gowanus Parkway was completed between Hicks Street and the Belt Parkway. The parkway also included a bridge over the Gowanus Canal, a fixed span rising 90 feet (27 m) above the waterway before descending to Hicks Street.[147] Construction on an extension of the highway along Hicks Street did not start until 1946.[148]
A new plan for the Manhattan approaches was released in mid-1941. This plan, which would reduce traffic congestion, consisted of extending the West Side Elevated Highway south to the Battery with a ramp from the southbound highway leading directly into the tunnel. The Battery Park Underpass would be built between the West Side Highway and the FDR Drive. As a result, the approaches to the tunnel would only need to connect to the west side of the Battery, and traffic accessing the North River piers on the West Side would not be interrupted by tunnel traffic.[149] However, this was not the case for traffic from Brooklyn, which would have to go through a traffic light before accessing the ramp for the elevated highway.[7]
The tunnel-boring project consisted of digging two separate bores from each end.[35] Bids for digging the tunnel's shafts from the Brooklyn side were advertised and let the same month.[150][151] Contracts for boring the tunnels from the Manhattan side were opened in May 1941.[152] The Manhattan contract was awarded to Mason Hangar in October of the same year.[153][154] A contest for designing the Governors Island ventilation building was also held, and the contract was ultimately given to the architectural firm McKim, Mead & White.[19] The last tunneling project, a contract to dig in either direction from Governors Island until the tubes connected to each other, was advertised in December 1941.[155]
Construction halts and restarts
The tunnel was originally expected for completion by 1944.[121] La Guardia had promised that, during World War II, the Brooklyn–Battery Tunnel would be given priority status over other construction projects due to its importance to the Brooklyn economy.[156] However, the Battery Tunnel project was not deemed a high-importance destination for steel, so the tunnel's priority status for the receipt of steel was revoked in February 1942. Although digging work continued, the tunnel could not be finished until after the war.[157] In October 1942, Moses recommended that tunnel work be halted completely to conserve steel and other metals that were needed for the war.[158] At this time, the federal War Production Board (WPB) released an order to stop work on the Brooklyn end, although digging from the Manhattan side was allowed to continue because that work consisted solely of digging through solid rock.[159] By the end of the month, the WPB ordered a halt to all construction work on the tunnel's Manhattan end as well.[160] Due to opposition over potentially firing the sandhogs, they were allowed to continue working until a final review of the WPB's action was conducted.[161][162] At the time, the bores from Manhattan and Brooklyn were in various stages of completion.[35]
By September 1944, the war was winding down and Mayor La Guardia was petitioning the US government to allow the manufacture of
Moses directed the tunnel be finished with a different method for finishing the tunnel walls. This resulted in leaking, and, according to Moses biographer Robert Caro, the TBTA fixed the leaks by using a design almost identical to Singstad's original.[168]: 696–697 Singstad later claimed that Smillie had caused "excessive" leakage by not using Singstad's experimental caulking design to prevent leaks. Smillie denied that the leakage was excessive and that Singstad's caulking method had been replaced because that method was actually the cause of the leak.[9]
Workers from both sides continued working on the tunnel, mining caverns until the tubes from each side connected with each other.[169] In July 1947, the eastern tube for future northbound traffic was the first to be holed-through, with workers from each side shaking hands as a small pipe was passed through from one side to another. The pipe was then removed, and the openings covered up, to prevent drastic changes in pressure at either end of the tube.[170][171] The tunnels from Manhattan and Brooklyn had connected at a point under Governors Island, with an error of 0.375 inches (0.95 cm), and work continued until there was enough assurances that the tunnels had equal pressure readings.[172]
After the tunnel was holed through, the TBTA awarded contracts for the construction of the Governors Island ventilation building.[173] Construction on this ventilation building started in January 1949.[174] The plans for the Brooklyn–Battery Tunnel also included a seven-story parking garage alongside the Manhattan portal, which broke ground in August 1948. The garage was slated to be the first publicly owned parking complex in the city, and so the city government proposed offering lower parking rates compared to privately-owned garages.[27]
The Brooklyn–Battery Tunnel was slated to be connected with several parkways and highways on either side, which were built in tandem with the tunnel. On the Brooklyn side, the
Due to extra costs caused by delays and striking sandhogs, the authority petitioned the RFC for $14 million (equivalent to $150 million in 2023
Opening
The Brooklyn–Battery Tunnel opened to traffic on May 25, 1950, with a ceremony officiated by Mayor
Within the first five and a half hours of its opening, 10,563 motorists had paid a toll to use the tunnel.[8] Within the first day, 40,000 motorists used the tunnel, and, at that rate, it was estimated that the tunnel might see 14 million vehicles per year, 40 percent more than originally estimated. This was in spite of the fact that traffic speeds were limited to 40 mph (64 km/h), which reduced throughput.[192] The 1,050-spot garage above the tunnel's northern portal opened a little more than a month after the tunnel opened.[26] During the Battery Tunnel's first year of operation, the tunnel grossed nearly $5.5 million (equivalent to $55.3 million in 2023[25]) in toll revenues, and, according to Caro, exceeded its 15-million-annual-vehicle capacity.[168]: 698 Another analysis by the Brooklyn Eagle found that 13.86 million vehicles had used the tunnel in its first year; this was lower than Caro's estimate but higher than both the TBTA's initial estimate of 10 million vehicles per year and expert forecasts of eight million annual vehicles.[193]
Some road infrastructure projects at both ends of the tunnel were completed shortly after the tunnel opened. The first associated project to be completed was the Battery Park Underpass on the Manhattan side, which opened in April 1950.[194] Two months later, officials opened a ramp on the Brooklyn side, which led from the southbound tunnel lanes to the northbound Brooklyn–Queens Expressway.[195] The Battery Park Underpass was connected to the FDR Drive elevated viaduct, and thus to the FDR Drive, in May 1954.[196] The Brooklyn–Battery Tunnel project also entailed the restoration of Battery Park, which reopened in 1952 after a 12-year shutdown.[197]
Later years
The tubes were designed for two lanes in each direction. This was changed in 1956, when the Brooklyn-bound western tube was changed to handle bidirectional traffic during morning rush hours, owing to heavy rush-hour traffic congestion.[198] A northbound high-occupancy vehicle lane (HOV lane) was later added during the morning rush hours. It led from Staten Island to Manhattan via the Verrazano-Narrows Bridge, the Gowanus Expressway, and the Battery Tunnel.[199] A large volume of tunnel drivers also used the garage on the Manhattan side, so, in 1965, plans were made to expand the garage.[200] The expanded garage, which was completed in 1968, had 2,126 spots.[24] The city also built a new 278-spot garage nearby for short-term parking.[201]
In 1957, workers performing maintenance on the tunnel observed that the tiled ceiling in the Brooklyn–Battery Tunnel was leaking. About 10,000 sq ft (930 m2) of the 360,000 sq ft (33,000 m2) of ceiling was found to have corroded. The TBTA restored the tubes' ceilings starting in 1959 at a cost of $250,000 (equivalent to $2 million in 2023[25]).[202]
In 1971, the Brooklyn–Battery Tunnel was designated
The Brooklyn–Battery Tunnel was closed completely after the September 11 attacks due to the proximity of the Manhattan portal to the World Trade Center site. Although many major crossings within the city were also closed following the attacks, they reopened relatively quickly, albeit with HOV restrictions during rush hours.[208] The western tube of the Brooklyn–Battery Tunnel was the first part of the tunnel to reopen, in October 2001, and carried only southbound traffic.[209] However, the West Side Highway was closed to traffic south of Canal Street, some 30 blocks north of the tunnel portal, and part of the highway had been destroyed during the attacks. Consequently, officials feared that traffic in the tunnel would be backed up at least 40 blocks if the highway was reopened.[210] As a result, work started on a temporary roadway leading from the highway to the tunnel.[211] The northbound tube, which reopened in March 2002, was the last crossing into Manhattan to reopen.[208]
In 2010, New York State legislators voted to rename the Brooklyn–Battery Tunnel after former Governor Hugh Carey.[12] The tunnel was officially renamed the Hugh L. Carey Tunnel on October 22, 2012.[11] Less than a week after the tunnel was officially renamed, it was closed in preparation for Hurricane Sandy, marking the first-ever weather-related-closure for the tunnel.[212] It was subsequently flooded after a severe storm surge.[213][214] The Hugh L. Carey Tunnel reopened on November 13[215][216] following a cleanup process that included the removal of an estimated 86 million US gallons (330×10 6 L; 72×10 6 imp gal) of water.[6] It had been the last New York City river crossing to reopen.[215]
The
On September 28, 2023, an 18-wheel tractor entered the Brooklyn-bound tunnel, traveling the wrong way to Manhattan, and got stuck inside the tunnel, backing up traffic for several hours.[221]
Tolls
As of August 6, 2023[update], drivers pay $11.19 per car or $4.71 per motorcycle for tolls by mail/non-NYCSC E-Z Pass. E-ZPass users with transponders issued by the New York E‑ZPass Customer Service Center pay $6.94 per car or $3.02 per motorcycle. Mid-Tier NYCSC E-Z Pass users pay $8.36 per car or $3.57 per motorcycle. All E-ZPass users with transponders not issued by the New York E-ZPass CSC will be required to pay Toll-by-mail rates.[222]
Historical tolls
Years | Toll | Toll equivalent in 2023[227] | Ref. |
---|---|---|---|
1950–1972 | $0.35 | $2.55–4.43 | [191][228] |
1972–1975 | $0.70 | $3.96–5.10 | [228][229] |
1975–1980 | $0.75 | $2.77–4.25 | [229][230] |
1980–1982 | $1.00 | $3.16–3.70 | [230][231] |
1982–1984 | $1.25 | $3.67–3.95 | [231][232] |
1984–1986 | $1.50 | $4.25–4.17 | [232][233] |
1986–1987 | $1.75 | $4.69–4.86 | [233][234] |
1987–1989 | $2.00 | $4.92–5.36 | [234][235] |
1989–1993 | $2.50 | $5.27–6.14 | [235][236] |
1993–1996 | $3.00 | $5.83–6.33 | [236][237] |
1996–2003 | $3.50 | $6.80–6.80 | [237][238] |
2003–2005 | $4.00 | $6.24–7.77 | [238][239] |
2005–2008 | $4.50 | $6.37–7.02 | [239][240] |
2008–2010 | $5.00 | $6.99–7.08 | [240][241] |
2010–2015 | $6.50 | $8.36–9.08 | [241][242] |
2015–2017 | $8.00 | $9.94–10.28 | [243][244] |
2017–2019 | $8.50 | $10.13–10.57 | [245][246] |
2019–2021 | $9.50 | $9.50–11.32 | [247][248] |
2021–2023 | $10.17 | $11.65 | [249] |
2023–present | $11.19 | $11.19 | [250] |
Congestion toll
As of 2023[update],
Interstate 478
| ||
---|---|---|
Location | ||
Country | United States | |
State | New York | |
Counties | Kings, New York | |
Highway system | ||
|
I-478 is the official route designation for the Brooklyn–Battery Tunnel and its approaches, although it is not signed as such. I-478's south end is at the tunnel's south end, I-278 in Brooklyn, and the highway extends 2.14 miles (3.44 km) to the tunnel's north end at NY 9A (West Street) in Lower Manhattan.[255][206][256] The entirety of I-478 is concurrent with the tunnel.[255] Before receiving the I-478 designation, the tunnel had been part of NY 27A from the 1950s to 1970.[257][258] NY 27A still exists, but, since 1970, it only runs within eastern Long Island.[259]
The I-478 number was originally considered for other routes. In 1958, the I-478 route number was proposed for the
The
If fully completed, I-478 would have run along the Brooklyn–Battery Tunnel and West Side Highway, completing the portion of the Interstate Highway System within New York City.[268] However, the Westway project was officially abandoned in 1985 after a series of lawsuits from environmental advocates.[204][205] Although the I-478 designation was formally withdrawn from all public signage and plans,[269] the route number still applies to the Brooklyn–Battery Tunnel, albeit as an unsigned highway that is not marked on public signs.[206]
Major intersections
County | Location | mi[256][2] | km | Destinations | Notes |
---|---|---|---|---|---|
Exit 25 on I-278 | |||||
0.1 | 0.16 | HOV3+ to Verrazzano Bridge / Belt Parkway | Southbound exit evenings, northbound entrance mornings | ||
0.2 | 0.32 | Hamilton Avenue ( I-278 Alternate east) | Exit 26 on I-278 | ||
0.4 | 0.64 | Atlantic Avenue | Southbound exit only | ||
Hugh L. Carey Tunnel (toll) | |||||
Trinity Place | Northbound exit and southbound entrance | ||||
2.4 | 3.9 | At-grade intersection except southbound entrance; exit 2 on NY 9A (West Side Highway ) | |||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi |
See also
- U.S. Roads portal
- New York (state) portal
- New York City portal
References
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- ^ a b Google (March 19, 2018). "Hugh L. Carey Tunnel, Brooklyn, NY 11231" (Map). Google Maps. Google. Retrieved March 19, 2018.
- ^ "New York City Truck Route Map: Reverse Side" (PDF). nyc.gov. New York City Department of Transportation. June 8, 2015. Archived (PDF) from the original on February 27, 2017. Retrieved September 12, 2017.
- ^ ISBN 978-0-300-11465-2.
- ^ "Hugh L. Carey Tunnel (formerly Brooklyn-Battery Tunnel)". MTA Bridges & Tunnels. Archived from the original on December 8, 2015. Retrieved December 2, 2015.
- ^ a b "Dewatering the Brooklyn Battery Tunnel". North Atlantic Division. United States Army Corps of Engineers. September 28, 2012. Archived from the original on October 25, 2015. Retrieved March 23, 2018.
- ^ from the original on March 23, 2018. Retrieved March 22, 2018.
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- ^ from the original on March 23, 2018. Retrieved March 22, 2018.
- ^ Dunlap, David (May 27, 2015). "A Transformation at the Battery, 21 Years in the Making". New York Times. Archived from the original on September 8, 2015. Retrieved August 14, 2015.
- ^ Daily News. New York City. Retrieved October 30, 2012.
- ^ from the original on March 22, 2018. Retrieved March 22, 2018.
- ^ "MTA Bridges and Tunnels Introduction". Metropolitan Transportation Authority. December 31, 2016. Archived from the original on May 15, 2018. Retrieved March 18, 2018.
- ^ a b "Governor Cuomo Announces Cashless High-Speed Tolling Begins on Hugh L. Carey Tunnel". governor.ny.gov. Office of Governor Andrew Cuomo. January 4, 2017. Archived from the original on January 6, 2017. Retrieved January 6, 2017.
- ^ a b "Brooklyn-Battery Tunnel Ditches Cash Tolls". NBC New York. January 4, 2017. Archived from the original on March 22, 2018. Retrieved March 21, 2018.
- ^ Newspapers.com.
- ^ "Men in Black Trilogy Movie Locations". On Location Tours. Archived from the original on June 20, 2021. Retrieved June 20, 2021.
- ^ "Film Locations for the Original Men in Black". Untapped New York. August 27, 2013. Archived from the original on June 24, 2021. Retrieved June 20, 2021.
- ^ from the original on March 22, 2018. Retrieved March 21, 2018.
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- ^ Blower Breathes for Tunnel. Bonnier Corporation. March 1949. p. 120. Archived from the original on January 24, 2024. Retrieved July 8, 2018.
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{{cite web}}
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{{cite web}}
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External links
- "Sandhogs Toughest Job", September 1947, Popular Science
- Brooklyn–Battery Tunnel Construction Scenes (1947)—from the MTA's YouTube web link (1:18 video clip)
- Brooklyn–Battery Tunnel: Sixty Years—from the MTA's YouTube web link (6:13 video clip)