Introduction
The Hugh L. Carey Tunnel, formerly known as the Brooklyn-Battery Tunnel, is one of the most significant engineering marvels in New York City. Opened in 1950, this tunnel remains the longest continuous underwater vehicular tunnel in North America. It plays a vital role in connecting Brooklyn and Manhattan, easing traffic congestion, and supporting economic activity in the city.
From its historical origins and construction challenges to its modern-day importance, this article explores everything you need to know about the Hugh L. Carey Tunnel.
The History of the Hugh L. Carey Tunnel
Early Planning and Proposal
The idea for a tunnel connecting Brooklyn and Manhattan was first proposed in 1929. With growing traffic on the Brooklyn Bridge, Manhattan Bridge, and Williamsburg Bridge, city planners saw an urgent need for another passage between the boroughs.
Initially, plans suggested a three-tube, six-lane tunnel connecting the West Side Highway in Manhattan to the Gowanus Expressway in Brooklyn. In 1930, New York City’s mayor Fiorello LaGuardia approved the project, but the Great Depression and financial difficulties delayed construction.
Funding Challenges and Robert Moses’ Controversial Plan
By the late 1930s, the city lacked funds to begin construction. Mayor LaGuardia sought financial support from the Triborough Bridge Authority, led by the powerful urban planner Robert Moses. However, Moses had a different vision—he wanted to build a suspension bridge instead of a tunnel.
Moses argued that a bridge would be more cost-effective. However, local businesses, city officials, and even President Franklin D. Roosevelt opposed the idea, fearing the bridge would damage Battery Park and lower surrounding property values. In 1939, U.S. Secretary of War Harry Woodring officially rejected the bridge proposal, citing concerns that it would obstruct Brooklyn Navy Yard’s access to the harbor.
Construction and Completion
After Moses’ bridge plan was rejected, tunnel construction finally began in 1940 under the direction of engineer Ole Singstad. However, World War II caused another delay due to steel and iron shortages. Work resumed in 1945, and after a decade of challenges, the tunnel opened to traffic in 1950.
The Hugh L. Carey Tunnel was built at a cost of $90 million and was recognized as a groundbreaking engineering achievement. It remains an essential transportation link in New York City today.
Engineering and Design of the Hugh L. Carey Tunnel
Structure and Dimensions
The Hugh L. Carey Tunnel is 9,117 feet (2,779 meters) long, making it the longest continuous underwater vehicular tunnel in North America. It consists of two tubes with four traffic lanes in total.
Ventilation System
To ensure safety and air quality, the tunnel has an advanced ventilation system with 104 powerful motors and 53 fans. These fans circulate 6,152,000 cubic feet of fresh air every 90 seconds, preventing the buildup of vehicle exhaust fumes.
Safety Features
The tunnel has multiple emergency exits, fire suppression systems, and modern traffic monitoring technology to ensure the safety of drivers and passengers.
Economic and Transportation Impact
Role in Reducing Traffic Congestion
The Hugh L. Carey Tunnel serves as a crucial route for commuters and commercial vehicles. During its first month of operation, it carried 41,000 vehicles per day. Today, the daily traffic has increased to approximately 60,000 vehicles.
Revenue and Maintenance
Both the Hugh L. Carey Tunnel and the Queens Midtown Tunnel generate nearly one-third of the revenue for the Metropolitan Transportation Authority (MTA).
Role During Emergencies
After the 9/11 attacks in 2001, the tunnel was closed for over two months and was primarily used for emergency response vehicles. It played a critical role in transportation and security operations during the crisis.
Renaming to the Hugh L. Carey Tunnel
Originally named the Brooklyn-Battery Tunnel, the tunnel was renamed in 2012 to honor Hugh L. Carey, the former governor of New York (1975–1982). Carey was recognized for his efforts in saving New York City from bankruptcy in the 1970s and was a strong advocate for urban infrastructure projects.
Quick Facts About the Hugh L. Carey Tunnel
- Original Name: Brooklyn-Battery Tunnel
- Opened: 1950
- Total Length: 9,117 feet (2,779 meters)
- Tubes: 2
- Lanes: 4
- Daily Traffic: ~60,000 vehicles
- Construction Cost: $90 million
- Renamed in Honor of: Governor Hugh L. Carey (2012)
- Ventilation System: 104 motors, 53 fans replacing air every 90 seconds
Conclusion
The Hugh L. Carey Tunnel is a vital part of New York City’s transportation network. Since its opening in 1950, it has played a crucial role in easing traffic congestion, supporting economic growth, and providing a reliable link between Brooklyn and Manhattan.
Despite financial and political challenges, this tunnel remains a remarkable engineering achievement. Whether you’re a commuter, historian, or infrastructure enthusiast, the Hugh L. Carey Tunnel stands as a testament to New York City’s resilience and innovation.
