RIVER SURFACE RIVER BED The HOLLAND TUNNEL' "The Underground Highway which Joins a Continent to a City" FOREWORD ^^PROXIMATELY fifteen mil- lion motorists from all parts of the country will enter New York City through its new gateway, The Holland Tunnel, during the coming twelve months. On opening day alone 51,748 cars passed through the twin tubes. To acquaint the motorists of America with the facilities offered by this "eighth wonder of the world," this booklet of information has been prepared. Avery Architectural and Fine Arts Library Gift of Seymour B. Dursi Old York Lihrary TUNNEL FACTS THE Holland Tunnel is the longest vehicular tun- nel in the world. It consists of twin tubes, each having a total length of 9,250 feet. The distance between its portals is 8,463 feet and between river shafts, 3,374 feet. The portion of the tunnel below the river measures 5,480 feet. Location The New York entrance plaza is between Hudson, Varick, Broome and Watts Streets, in New York City, while the New Jersey entrance is at Twelfth and Pro- vost Streets, Jersey City. In New York, the exit is at Canal and Varick Streets. The Jersey City exit is at Fourteenth and Provost Streets. The separation of the exits and entrances is planned to prevent undue congestion at the tunnel terminals. The tunnel entrances are reached by all leading highways. The tunnel is seventy-two feet below mean high water and the maximum depth of the roadway below mean high water is ninety-three feet. The minimum cover afforded the top of the tunnel by the bed of the Hudson River is sixteen feet. The tunnel is lined with 115,000 tons of cast iron and 130,000 cubic yards of concrete. Headroom in the tunnel is thirteen feet six inches. Dimensions and Construction Data The tunnel has two roadways, one in the north tun- nel and one in the south tunnel. These roadways are twenty feet wide and accommodate two lines of traffic. The maximum up-grade of the roadways is 3.8 per cent and the maximum down-grade 4.06 per cent. The sur- face of the roadways is of granite block. The curbing also is of granite. Capacity More than 1,900 motor vehicles per hour can pass through each tube. The estimated daily tunnel traffic is 46,000 vehicles. Figures for the yearly traffic are estimated at 15,000,000 vehicles. 'Ventilation The method of ventilating the Holland Tunnel is transverse distribution. Air is supplied and removed continuously throughout the length of the tunnel. There is no longitudinal movement of air. The ven- tilation system provides for changing the air forty-two times per hour. The total amount of air supplied to the tunnel per minute is 3,761,000 cubic feet. Carbon monoxide discharged by motor vehicles passing through the tunnel is limited to less than four parts in 10,000 parts of air. The vitiated air is drawn from the tunnel through vents in the ceiling by means of fans. Fresh air is forced into the tunnel by other fans through slits in the walls near the flooring. Beneath the roadway, a fif ty-cight-mile-an-hour blast ot fresh air rushes through a long duct. From this duct branches lead to expansion boxes, extending along the curbing. The ventilating blasts expend their fury in the expansion boxes, and from the expansion boxes air issues forth like a gentle breeze. In the roof of each of the two tubes of the tunnel there is another duct into which vitiated air rises through openings. Exhaust fans suck out this air. The fans are housed in ventilation buildings, each as high as an ordinary ten-story building. There are two of these buildings on the New York side and two on the New Jersey side. There are eighty-four fans, forty-two blowers and forty-two exhausters. One- third of these fans are held in reserve as a precaution. The motive power for the fans is electricity, with an installation of 6,000 horsepower. There are three elec- tric cables from the New York side and three from the New Jersey side. Any one of the six independent cables has a capacity sufficient to operate the entire ventilation system. Electric indicator lamps register the speed of all fans. Other indicators show the content of carbon monoxide in every section of the tunnel. The entire working of the ventilation system is under constant observation of skilled operators in the control rooms. Although each fan has its own switch, the current may be turned on or off from the main control room. Safety Devices Throughout the tunnel signs indicate emergency exits, leading from one tube to the adjacent tube as well as to the surface at the shafts. Along the tunnel walls at convenient intervals are niches to accom- modate fire fighting apparatus. The apparatus includes foam extinguishers, hose for flushing and fire purposes, valves connected with the six-inch water main travers- ing each tunnel, sand bins, fire alarms and telephones. An emergency fire fighting and rescue truck with double-end control is housed at each tunnel exit ready to salvage any disabled vehicle. 'Policing Police are stationed at intervals of 480 feet on a walk raised above the level of the roadway in each tube. Each policeman has access to a telephone, by means of which he can communicate to the administrative build- ing any unusual occurrence in the tunnel. More police are stationed at the tunnel entrances and exits to direct traffic to lanes of approach and exit. The police are specially trained men independent from the City Police Departments of New York and Jersey City. ■f 1 V New York State Bridge General George R. Dyer, Chairman of the New York State Bridge and Tunnel Commission, has served the City and State of New York on numerous occasions. He has been active in military circles for many years, having served as Captain and Major in the Spanish-American War, and as a Brigadier-General on the Mexican border in 191 6. During the World War he was placed in command of the entire military forces of the State. His association with the New York State Bridge and Tunnel Commission dates back to 1907. He was appointed chairman in 191 3. He is the son of the late Governor Elisha Dyer, of Rhode Island, and is a direct descendant of Roger Williams. GEORGE R. DYER, Chairman Mr. Shamberg's interest in the project of con- structing a vehicular crossing between New York and Jersey City led to the introduction of the initial legislation, creating the bridge and tunnel commis- sion in New York in 1906. He was appointed by Governor Higgins as a charter member of that commission, and has been serving continuously, as a member of the commission, since that time. He is head of the exporting firm of J. Shamberg & Son. A. J. SHAMBERG In addition to his work with the New York State Bridge and Tunnel Commission, Colonel Greene has served on the Canal Board, the Water Power and Control Commis- sion, and the Board of Commissioners of the Land Office, State Office Site and Building Commission. He also has been Commissioner of Highways for the State of New York from 19 19 to 1921, and Superintendent of Public Works of the State of New York from 1923 to date. During the World War, Commissioner Greene served with the 302nd Regiment of Engineers, 77th Division. FREDERICK S. GREENE Superintendent of Public Works and Tunnel Commission Vice-chairman and one of the veteran members of the New York State Bridge and Tunnel Commission, Mr. Bloomingdale was appointed to that body in 1906. Al- though active in the business world for more than fifty years, he has given generously of his time to public service. He was a Presidential elector in 1 900, is a trustee of the McKinley National Memorial Association and treasurer of the Election Laws Improvement Association. Mr. Bloom- ingdale also has served as a member of Hudson Ter- centenary Commission, Committee of 70, and is president of the Board of Managers of The Society of Reformation of Juvenile Delinquents conducting the House of Refuge, New York City. E. W. BLOOMINGDALE, Vice-Chairman Active in international law circles and a member of many foreign civic societies in this country, Mr. Hawkes has served as a member of the New York Bridge and Tunnel Commission since 1906. He founded the French Institute in the United States in 191 1 and is Chairman of the Board of Trustees of the Museum of French Art, French-American Cham- ber of Commerce, French Union and other French organizations here. He holds many foreign decora- tions and is a member of numerous patriotic societies. He served as Commissioner of Docks from 1902 to 1903, and was responsible for much Hudson River waterfront improvement work. McDOUGALL HAWKES ALBERT GOLDMAN Commissioner of Plant and Structures In addition to his work as a member ex-officio of the New York Bridge and Tunnel Commission, Mr. Goldman also is Commissioner of Plant & Structures of New York City. He holds office in many charitable, fraternal and patriotic organizations. For twenty-four years he was assistant general commercial manager in the Bronx Dis- trict of the New York Edison Company as well as being a director of the Bronx Borough Bank, former president of the Bronx Board of Trade, of the New York Electrical League, of the New York Section of the National Electric Light Association and chairman of the Bronx Division of the federation for the support of Jewish philanthropic societies. i 3 > New Jersey Interstate Brid \\ TELLER H. NOYES Mr. Noyes was appointed a member of the New Jersey Interstate Bridge and Tunnel Commission in 1910, in recognition of previous services rendered to the tunnel con- struction enterprise. He served as chairman of the commission from 19 13 to 1 92 1. For many years he was associated with Swift & Company, being vice- president of the New York Corporation. He was president of the New Jersey State Chamber of Commerce and for many years a trustee of that body. He is president of the Tenafly Trust Company, having held this office for 19 years. Since 1925 he has devoted his entire time to administration work of tunnel and bridge construction. Prominent in public life of Jersey City, Mr. Boyle resigned from the board of managers of the New Jersey State Hospital in 1920 to become a member of the New Jersey Interstate Bridge and Tunnel Commis- sion. Besides his work as a JOHN F. BOYLE member of the commission, he is treasurer of the Hudson County Sinking Fund and of the City Pension Fund, director of the Commercial Trust Company of New Jersey and of the New Jersey Fire Alarm Company. THEODORE BOETTGER, Ck yjairman Theodore Boettger, Chairman of the New Jersey Interstate Bridge and Tun- nel Commission, has been quietly active in public life for many years. He served ably in both the Red Cross and Liberty Loan Campaigns during the World War, and at the close of the war was prevailed upon to become a member of the Tunnel Commission. He has been Chairman of the New Jersey Commission since 1922. Head of the biggest dyeing company in the country, his experience as an executive made him the unanimous choice of his fellow members for the Chairmanship during the most critical years of the tunnel's construction. He is active in philanthropic work and is a member of many of the leading clubs in New Jersey and New York. Appointed to the New Jersey Interstate Bridge and Tunnel Commission in 1922, Mr. Sin- clair has been active in public life for many years. A mem- ber of the Essex County Park Commission since 1905, he has been President of the Commis- ROBERT S. SINCLAIR sion since 1920. He was the author of the plan under which eight municipalities in northern New Jersey jointly constructed an outlet sanitary sewer system, and was first chairman of the commission which placed the plan in operation. He has served as president of the Board of Educa- tion of South Orange, trustee of that village and its president for seven years. f 4 } and Tunnel Commission JOHN B. KATES yice-Cbairman Prominent in public life for many years, Mr. Kates was Judge of the County Court of Camden County from 1 9 17 to 1922, when he became a member of the New Jersey Interstate Bridge and Tunnel Commission. In 191 2 he served as Clerk to the Judi- ciary Committee of the House of Assembly and was a member of the House from 19 13 to 1916, being Minority Leader in 1913. He was elected State Senator in 19 16. He is also a director of a number of building and loan associations of Camden County, and is president of the Broad- way Trust Company of Camden and director of the Collingswood National Bank. THOMAS J. S. BARLOW Interested in bridge and tun- nel construction enterprises for many years, Mr. Barlow has served with the New Jersey Interstate Bridge and Tunnel Commission since 1918. He was superintendent of The Howard D. Thomas & Com- pany, woolen manufacturers, for seven years. For twenty-five years, he was in the merchant tailoring business in New Jersey, and has been active in real estate in Maple Shade, New Jersey, where he was chairman of the Township Committee for a three-year term. & U Appointed to the New Jersey |£ Wm Interstate Bridge and Tunnel Commission in 1922, Mr. Ferris * was one of its most active A J members during the trying ^^H^^k r^^^^^l period of the Holland Tunnel's ^^^^^^^ * ^^^^^^^ construction. He is vice-presi- ISAAC FERRIS dent of the Camden National Bank and Trust Company, director of the Security Trust Company of the same city and director of the Independence Fire and Security Company of Philadelphia. In addition to his activity with the tunnel, Mr. Ferris has devoted many years of his life to public service. Mr. Suplee has served as a member of the New Jersey Interstate Bridge and Tunnel Commission since 1922. Prior to his appointment to the com- mission, he was a member of the Glassboro, N. J., Borough Council from 1920 to 1921 and the Elmer, N. J., Borough Council from 1906 to 1909. He was Township Clerk of Pitts- grove, N. J., from 1895 to 1901 and a member of the Board of Education from 1902 to 1905. From 1921 to 1924, he was a member of the Board of Education of Glassboro, N. J., where he now resides. FRANK L. SUPLEE i 5 r 'ineers the Holland Tunnel Milton H. Freeman, Second Chief Engineer, whose uncanny ability to guide a shield contributed ma- terially to the successful construc- tion of the Holland Tunnel. A TRIUMVIRATE of engineers built the Hol- land Tunnel. Two gave their lives to it. Only one was spared to witness and participate in the triumphs of opening day. Clifford M. Holland envisioned the tunnel and planned its construction. Upon his death Milton H. Freeman, who had been Engineer of Construction, took up the burden of Chief Engineer and carried on for five months, when overwork exacted the supreme price from him, too. He was succeeded by Mr. Ole Singstad, who had been Engineer of De- signs from the time the engineering staff was organ- ized. Under his direction the Holland Tunnel was completed. Clifford Milburn Holland, genius of the Holland Tunnel and its First Chief Engineer, in whose memory the tunnel was named. He took office on July lit, 19 1 9, and died, a victim of his own zeal, on Oc- tober ijth, 1924. " II "HAT this engineering achievement cost the lives of its first two Chief Engineers — not from accident, but from a drain on their vital energy — is perhaps the most striking evidence of the magnitude of the undertaking. Other tunnels under the Hudson will be built, other problems in successful ventilation will be solved, but for many years to come the Holland Tunnel will remain one of the modern wonders of the world. Ole Singstad, Third Chief Engineer of the tunnel, under uhose direc- tion the twin tubes were completed, and the operation of the tunnel actually started. The ventilation plan and the program for the re- search work in connection with it were developed under his direction. i 6 } The Story of the Holland Tunnel THE real story of the Holland Tunnel dates back twenty-one years to the Spring of 1906 when the States of New Jersey and New York created joint commis- sions to investigate the feasibility of con- structing a bridge over the Hudson River uniting New York City with Jersey City. The men appointed to these commissions faced a discouraging task, for the actual need of supplying some means of transportation to supplement the ferries plying between those two ports was not sufficiently recognized at the time to give their pioneer work the public support which it deserved. It is conceded today however that the successful completion of this great engineering conception was due to the faith, courage and persistence of the two small groups of successful and prominent business men of New York and New Jersey who, after the first public proposal of a "fixed crossing" of the Hudson River, had to strug- gle for thirteen years before the public mind was aroused sufficiently to support construc- tion appropriations in the legislatures of the two states. General George R. Dyer, Chairman of the New York State Bridge and Tunnel Com- mission and his colleagues, E. W. Blooming- dale, Vice-Chairman, Alexander J. Shamberg and McDougall Hawkes have the unpre- cedented distinction of having served the State continuously in connection with this single project for over twenty years without remuneration and for the major part of that time without even encouragement. The personnel of the New Jersey Commis- sion has changed from time to time but its present organization consisting of Theodore Boettger, Chairman; John B. Kates, Vice- Chairman; John F. Boyle, Weller H. Noyes, Robert S. Sinclair, Thomas J. S. Barlow, Isaac Ferris and Frank L. Suplee served on the Commission during practically the entire period of construction. All of these men had the satisfaction of seeing their faith in this great engineering undertaking vindicated when the tunnel was opened to traffic. In- cidentally, a factor that contributed ma- terially to the success of the project was the harmonious relationship that existed between the New York and New Jersey Commissions during the construction period. There was never any friction between them. It should be stated here that the original idea of building a bridge between New Jersey and New York was supplanted by the tunnel project in 191 3 following careful investiga- tions by both commissions, which indicated that owing to the topographical conditions, the cost of a bridge in the location where the "fixed crossing" was most needed, would be almost prohibitive as compared to the cost of a tunnel. The tunnel also had additional advantages which a bridge would not possess, for it would be unaffected by climatic or other interference. The commissioners also foresaw that by building a vehicular tunnel they would increase the facilities for com- merce in the port of New York by removing from the surface of the harbor many lighters and other floating equipment used in the transportation of freight from the Jersey City railroad yards to New York and Long Island destinations. They foresaw, too, that it would furnish the means for the uninterrupted movement of troops and supplies to and from the City of New York in case of need. (Continued on page 9) i 7 } This, photograph shows the castbound tunnel approaching Manhattan. Passenger cars and commercial vehicles keep in separate lines. The "straightaway" from the New York-New Jersey boundary line, looking toward jersey City. This picture shows clearly the ventilation slits in the sides of the roadway and the exhaust ports in the ceiling. i 8 y (Comthnud from /> Work Under Compressed Air The driving of the tunnels by means of shields underneath the bed of the Hudson River and the sinking of the seven shafts and thirty caissons for building foundations were accomplished by means of compressed air which balanced the pressures on the outside of these structures and held the river water out, which otherwise would have seeped down through the river mud or silt and pene- trated the working chambers of the shaft caissons and the tunnel headings. While the greater part of the under river tubes were driven through silt, a stretch of nearly 1,000 feet near the New York pierhead line was driven through ledge rock. It is in this rock that the pump chamber and sump for col- lecting any water that might flow in the tunnel roadway, are located, at the lowest point. Four of the principal contracts cov- ered this part of the construction, which pro- ceeded almost continuously from June 27, 1 92 1, to the date of the discontinuance of the use of compressed air, May 8, 1926. The maximum pressure required was for the New Jersey river shafts and was 47/2 pounds per square inch above atmosphere. During this five-year period 756,565 de- compressions took place, of men coming out of the compressed air work, and the care taken in spending the full times for decom- pressions accounts for the low number of cases of "bends," or caisson disease, which totalled but 528, or a percentage of less than 7/100 of one percent, no fatality having occurred which was directly attributable to caisson disease. Power Supply The electric current for operating the ven- tilation equipment and lighting of the tun- nel is obtained from both sides of the Hudson River. On each side current is available from three independent cables any one of which can be fed from either of two generating sources, making a total of four independent generat- ing sources served by six independent cables. Each cable is of sufficient capacity to carry the full tunnel load, thereby providing ade- quate insurance against power failure. Supervisory Control In addition to a subsidiary control board in each of the four ventilation buildings, from which all equipment in that building can be operated, there is a central supervisory control board located in the top floor of the New York Administration Building from which board all equipment in the entire tun- nel project can likewise be operated by the Chief Operator. Tunnel Lighting The lights in the tunnels' sidewalls are nor- mally placed about 20 feet apart along the tunnel. At the portals and for a short dis- tance within, this spacing is reduced in order to provide greater illumination at these points to counteract the sudden transition from daylight into the artificial lighting of the tunnel. The two main sources of power serve alternate lights, so that the failure of one source of power would still leave half of the lights illuminating the roadway. { 13 > Caulking the tunnel to keep water from seeping in. Construction Contracts np* HE Commissions were fortunate in obtaining for the construction and equipment of the tunnel, contractors of the highest grade and responsibility. These men not only supplied the material and equipment, but also took a personal interest and pride in carrying out the particular portion of the work entrusted to them. Some of these contracts involved great financial risk, as a great deal of this work was pioneer in character. Ground was broken for the first contract, the New York land shafts, on October i 2, 1920, since which date there have been twenty-two construction and equipment contracts let and brought to completion by the Commissions. The embellishment of the entrances and exits, including the lining of the present concrete walls with granite masonry, will be cared for by two contracts still to be let, preparation of which is now in progress. The principal contractors who helped to build and equip the Holland Tunnel include the following: Booth & Flinn, Ltd. Tube Construction N. Y. and N. ). and Approach Construction, A T . /. Rodgers & Hagerty, Inc. Approach Construction, New York. De Riso Construction Co. Construction of Ventilation Bldgs. L. Del Turco & Bros., Inc. Tunnel Tile and Finish. Fischbach & Moore, Inc. Electrical Installation. Holbrook, Cabot & Rollins Corp. Spring St. and Canal St. Shafts. Leonard Paving Co., Inc. Plaza Pai ing, New Jersey. B. F. Sturtevant Co. Fans, Motors and Transmission. The Carleton Co., Inc. Administration Bldgs. and Toll Collection Booths. William J. Fitzgerald Tunnel Pai ement. General Electric Co. Furnishing Transformers and Oil Snitches. John Meehan & Son Plaza Pai ement, New York. Standard Underground Cable Co. Tunnel Power Cables. Commercial Truck Co. Emergency Equipment. Foamite-Childs Corp. Fire Extinguishing Equipment. Most of the electrical equipment was furnished by Westinghouse Electric and Manufacturing Co. i 1 5 } Tolls and Regulations TOLLS The following toll rates shall apply to and be collected for vehicles, as designated: Vehicle Type Group Xo. Rate Motorcycle I $0.25 Passenger Automobile, with a capacity up to 7 passengers, ambulance or hearse II 0.50 Bus up to and including 29 passenger seating capacity Ill 1.00 Truck up to 2 tons IV o.jo 2 Ton-(-to j Ton Truck V 0.7$ s Ton-)-to 10 Ton Truck VI 1.00 Trucks exceeding 10 Tons capacity and not exceeding 15 Tons Gross Weight nor exceeding 12 Tons Axle Load VII 2.00 Vehicles admitted under Special Permit VIII Special' Bus exceeding 29 passenger seating capacity but not exceeding dimensions elsewhere pre- scribed IX 1.50 Prepaid Tickets for any of the above classifications may be purchased in books of fifty at the Executive Offices on the third door of the New York Administration Building, Canal 8c Varick Streets, New York City, for cash or certified check, payable to che order of The New York State Bridge & Tunnel Commission or The New Jersey Interstate Bridge & Tunnel Commission. Toll Rates are based on the truck's carrying capacity. Trucks 'naded beyond rated capacity shall pay according to actual load carried. Vehicle Weight, Carrying Capacity and Gross Weight must be displayed prominently on all trucks as required by law. * TOLL RATES for vehicles under special permit as follows: Survey charge $10 and, in addition, thereto, for permit if issued, the toll rated in the table of tolls, plus 25 cents for each additional ton or fractional part thereof, in excess of 15 tons; :o cents for each three inches or fractional part thereof of side overhang exceeding the 9-inch limit; 10 cents for each three inches or fractional part thereof of width exceeding 8 feet or of height exceeding 12 feet; 10 cents for each three feet or frac- tional part thereof exceeding the length limits prescribed elsewhere in these regulations. Survey charges may be waived in special cases. Applications for special permits involving surveys must be made a reasonable time in advance. Trailers will be charged for as separate vehicles on a basis of iheir carrying capacity. Tractors or semi-trailers will be charged in addition a rate based on one-half the capacity of the trailer. SPEED IN THE TUNNEL IS NOT TO EXCEED 30 MILES PER HOUR. SPACING— VEHICLES MOVING OR STANDING IN THE TUNNEL SHALL MAINTAIN A CLEAR SPACING OF NOT LESS THAN 7$ FEET. SPECIAL PERMITS — Special permits obtainable from the super- intendent's office, will be required to admit vehicles falling under the following classifications: Vehicles exceeding 1 5 tons gross weight, those having a side overhang beyond the rim of the wheel exceeding 9 inches, those wider than 8 feet or longer than 30 feet, or exceeding 12 feet in height, all inclusive of load, two-wheel semi-trailers exceeding 38 feet over all, including tractor, four-wheel trailers exceeding 46 feet over all, including tractor and such slow-moving vehicles as floats, steamrollers, steam shovels, movable cranes, etc. VEHICLES, ETC., EXCLUDED— Bicycles, hand and push oris, wheelbarrows, double-deck buses, horse-drawn vehicles, vehicles having axle loads in excess of 12 TONS or wheel loads exceeding 800 pounds per linear inch width of tire, metal-tired vehicles, motor vehicles that are smoking. No bus will be ad- mitted to the tunnel unless all passengers are seated on seats per- manently affixed to the bus. For the present, pedestrian] will not he admitted to the tunnel. COMMODITIES EXCLUDED — Articles or commodities falling under the following classifications, as listed and defined in the regulations of the United States Interstate Commerce Commission covering the transportation of explosives and other dangerous articles, shall be excluded from the Tunnel. 1. Explosives. 2. Dangerous articles other than explosives, as follows: (a) Inflammable liquids (those giving off inflammable vapors at ordinary temperatures). (b) Corrosive liquids- (including the well-known power- ful mineral acids). (c) Compressed gases of a poisonous nature. (d) Poison gases or liquids (those gases which are highly poisonous when present in the air even in small pro- portions and those liquids which give off highly poison- ous vapors at ordinary temperatures). Loose hay, straw or other material in like condition which is ordinarily combustible will not be admitted; nor reserve gasoline exceeding 1 gallon. REGULATIONS FOR DRIVERS AND OWNERS OF VEHICLES (1) No operator who is physically incapable of operating his vehicle will be permitted to enter the tunnel. (2) No vehicle which is so loaded or constructed as to seri- ously retard traffic or injure persons or damage property will be permitted to enter the tunnel. Baled hay, or straw or other inflammable material must be covered with tarpaulin. In special cases, however, admission may be obtained through special permit by the superintendent. (3) No tire changes may be made in the tunnel. (4) Smoking in the tunnel is prohibited. (5) NO VEHICLE MAY LEAVE ITS LINE EXCEPT AS SO DIRECTED BY A POLICEMAN. Drivers' attention is called to signs posted at New York City exit at Canal Street also to City police regulation of traffic at this point. (6) The use of cut-outs, horns, sirens, whistles and any other noise-making device in the tunnel is prohibited. (7) All vehicle head lights must be extinguished upon entering the tunnel. (8) SIGNAL LIGHTS— GREEN SIGNAL LIGHT indicates that traffic lanes are clear and that traffic may proceed. RED SIGNAL LIGHT indicates that traffic must halt. Engines will not be permitted to race at a halt. "STOP ENGINE" SIGNAL indi- cates that ALL ENGINES MUST BE STOPPED AT ONCE and shall remain so until the green light is again displayed for resump- tion of travel. YELLOW SIGNAL LIGHTS indicate that all traffic shall move in right hand lane only. (9) Broken Down Vehicles, etc. (a) Gasoline will be supplied to a car running out of gaso- line in the tunnel at $1.00 per gallon. This will be payable to the officer upon delivering the gasoline. (b) Cars breaking down in the tunnel and requiring the use of the tunnel emergency towing equipment will be towed out into the exit plaza. The charge for such services, double the regular toll rate, is payable to the sergeant in charge of emergency truck. (10) Any person who through gross carelessness, recklessness or without due regard for the safety of persons or property, vio- lates the traffic rules of the Commissions or endangers the safety of persons or property, shall be reported by the Department of Police to the Superintendent. Thereafter a notice shall be served upon such violator that at a specified time and place a hearing will be held, at which he is invited to attend and show cause why he should not be barred from using the tunnel for a period to be designated by the Commissions. Such hearing shall be held before the Superintendent or a member of his staff designated by him, and a report of his findings and recommendations shall be trans- mitted to the Commissions. { .6 \ The Holland Tunnel Executives York Stati Bridgi and Tunnel Commission George R. Dyer, Chair man E. \V. Bloomingdale, Vice-Chairman McDougall Hawkes A. J. Shamberg Albert Goldman, Commissioner of Plant and Structures of New York City Frederick S. Greene, Superindent of Public Works Paul Windels, Counsel Morris M. Frohlich, Secretary Ni \\ J i km v Interstate Bridge and Tunnel Commission Theodore Boettger, Chairman John B. Kates, Vice-Chair man Thomas J. S. Barlow John F. Boyle Isaac Ferris Weller H. Noyes Robert S. Sinclair Frank L. Suplee Robert Carey, Counsel E. Morgan Barradale, Secretary Clifford M. Holland 1 Chief Engineers Milton H. Freeman"' Ole Singstad Consultants Engineering Assistants John A. Bensel* Orrin L. Brodie George H. Brown Charles L. Crandall William H. Burr Arthur C. Davis Edward A. Byrne John N. Dodd J. Vipond Davies James H. Dugan Henry W. Hodges- Leo Geenens Sullivan W. Jones Charles S. Gleim Dr. Edward Levy Joseph C. Imhoff George L. Lucas Aksel H. Jorgensen Frederick C. Noble Miles I. Killmer Lewis B. Stillwell Howard L. King George L. Watson Jacob Mechanic William J. Wilgus Charles W. Murdock Arthur C. Willard Erling Owre Frank M. Williams Ralph Smillie Jesse B. Snow * Deceased Frederic A. Snyder Eberhard Welle Chief Auditor - Moses Markowitlz. Captain of Tolls --------- William A. Halligan Acting Chief of Police Cornelius F, Cahalane Bureau of Information Director - - - - - - - - - Charles T. Heaslip Assistant Director ________ Edward F. Darrell, Jr. Executive Headquariiks Holland Tunnel Administration Building,Canal and Varick Streets, New York City