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Queens–Midtown Tunnel

The Queens–Midtown Tunnel consists of twin two-lane tubes extending 6,414 feet beneath the , linking Midtown 's East Side to in and forming the western terminus of Interstate 495, the Expressway. Constructed by the New York City Tunnel Authority from 1936 to 1940 under the engineering oversight of Ole Singstad, the tunnel opened to vehicular traffic on November 15, 1940, specifically to divert automobiles from the overburdened bridges and reduce crosstown congestion in . Today, the facility is owned by and operated by the division, which enforces cashless tolling on eastbound vehicles to fund maintenance and capital improvements, while accommodating over 90,000 daily crossings that underscore its critical role in regional mobility.

Description

Route description

The Queens–Midtown Tunnel, designated as part of Interstate 495, provides a submerged crossing of the , connecting the Kips Bay neighborhood on Manhattan's East Side to the Hunters Point section of in . The western portals emerge onto Second Avenue between East 36th and 37th Streets, where westbound traffic from the tunnel disperses onto local arterials, including ramps to 37th Street, Tunnel Exit Street (linking to 34th Street and 41st Street), and connections facilitating access to the and Midtown's grid. Eastbound vehicles enter via ramps from these east-west streets and Second Avenue, funneling into the twin tubes—each accommodating two lanes—for the approximately 6,414-foot underwater traverse. In , eastbound traffic exits the eastern portals into a former toll plaza area before ascending a to join the Expressway (I-495) mainline, marking the highway's western terminus and enabling continuation eastward toward . Local access includes ramps to Borden Avenue and New York State Route 25A (via 21st Street), serving industrial and residential areas in ; westbound I-495 traffic descends from the expressway into the north tube for the return trip to . The configuration prioritizes through-traffic efficiency while integrating with street network, handling roughly 80,000 vehicles daily across the four-lane facility.

Physical and operational features

The Queens–Midtown Tunnel comprises two parallel shield-driven tubes beneath the East River, each with an exterior diameter of 31 feet (9.4 m). The north tube extends 6,414 feet (1,955 m), while the south tube measures 6,272 feet (1,912 m). Each tube contains two lanes for vehicular traffic, providing a total of four lanes, with a roadway width of 21 feet (6.4 m) and a maximum clearance height of 13 feet 1 inch (3.99 m). Ventilation systems are housed in buildings on the and shorelines, featuring a combined 23 blower and exhaust fans capable of recirculating the tunnel's air volume every 90 seconds at a rate of three million cubic feet per minute. These transverse setups extract and replace air to maintain safe levels below 100 parts per million, as required for enclosed roadway facilities. Operationally, the tunnel exclusively serves motor vehicles as part of Interstate 495, prohibiting pedestrians, cyclists, and certain commercial vehicles such as tank trucks and hazardous material carriers. Managed by , it enforces a posted speed limit of 40 mph (64 km/h) and utilizes electronic toll collection via , with cashless gantries at the Queens portal to optimize traffic flow. Emergency response includes dedicated fire suppression readiness and coordination with protocols for confined-space incidents. The structure's design supports a daily capacity influenced by peak-hour congestion, typically handling around 75,000 vehicles.

History

Origins and planning

The need for a vehicular tunnel under the emerged in the early , driven by increasing on the city's bridges and inspired by the engineering success of the , which opened in 1927. Initial planning efforts culminated in 1929, when the Board of Estimate allocated $2 million for preliminary design and site studies for a crossing between and in . These plans gained federal approval from the U.S. Army Corps of Engineers in December 1930, specifying a twin-tube design to accommodate two lanes each way. However, the onset of the halted progress, as funding dried up amid widespread economic contraction, deferring the project for several years. Revival came in 1936 under Mayor Fiorello LaGuardia, who established the Tunnel Authority—a —to oversee development and secure financing. LaGuardia selected Norwegian-American engineer Ole Singstad, veteran of the , as ; Singstad refined ventilation and shield-jacking techniques to suit wider vehicles of the era and the East River's challenging silt and bedrock conditions. Alternative proposals surfaced, notably from , who advocated a bridge at East 37th Street to avoid tunneling risks but requiring demolition of residential and industrial blocks; LaGuardia rejected this, citing Moses's political tensions with President and preferring the tunnel's lower surface disruption. The Authority pursued a $58 million loan from the federal , approved by , enabling groundbreaking later that year while emphasizing job creation during the .

Construction phase

Construction of the Queens–Midtown Tunnel began in October 1936, following authorization by the Tunnel Authority, with the project aimed at excavating two parallel subaqueous tubes beneath the to connect and in . The tunneling employed a -driven method suited to the soft glacial deposits and silty sediments of the riverbed, utilizing a 31-foot-diameter tunneling advanced incrementally while compressed air was applied at the face to counter and maintain stability. This approach, common for early 20th-century underwater vehicular tunnels in urban settings, involved miners working in pressurized environments to excavate and line segments with cast-iron rings, followed by concrete encasement for waterproofing and structural integrity. The north tube, destined for Manhattan-bound traffic, measured 6,414 feet in length, while the south tube to Queens spanned 6,272 feet; each was designed with an internal diameter sufficient for two traffic lanes and emergency walkways, exceeding the width of earlier tunnels like the . Progress proceeded from shafts sunk on both shorelines, with tunneling shields driven eastward from and westward from to meet in the riverbed, achieving advances as slow as 2 feet 8 inches per 24-hour shift due to variable ground conditions including boulders and sediment collapse risks. Ventilation and access shafts were incorporated midway, facilitating spoil removal via muck trains and enabling the installation of mechanical systems during excavation. The four-year effort concluded with the tubes' completion in 1940, incorporating innovations such as transverse doors for flood compartmentalization, tested during to ensure watertight integrity against potential breaches. Final outfitting included tile lining for durability and , with the structure engineered to withstand pressures and seismic activity inherent to the East River's . The tunnel's dual-tube configuration provided redundancy from inception, reflecting pragmatic engineering priorities over cost-cutting in a era of advancing subaqueous boring techniques.

Opening and early operations

The Queens–Midtown Tunnel opened to vehicular traffic on November 15, 1940, at 1:20 P.M., shortly after a dedicatory ceremony attended by about 3,000 dignitaries and guests, including Mayor . Constructed by the New York City Tunnel Authority at a cost of $58 million, the bidirectional tunnel provided a direct underground link between Manhattan's Midtown and [Long Island City](/page/Long Island City) in , aimed at reducing overload on bridges such as the Queensboro and Williamsburg. President had participated in an earlier ceremonial drive-through on November 9, marking the first vehicular passage. Prior to vehicular access, approximately 5,000 pedestrians toured the 6,414-foot tubes on , highlighting in the engineering feat. The initial toll was set at 25 cents per vehicle, collected manually at the Queens-side plaza, with no toll charged for the direction. Operations commenced with two tubes handling bidirectional flow, each accommodating two lanes, and ventilation systems designed to manage exhaust from an expected peak capacity of 16 million vehicles annually. Early usage demonstrated strong demand, as the tunnel recorded its millionth vehicle by February 13, 1941—less than three months after opening—surpassing short-term forecasts despite wartime looming. projections anticipated 10.5 million vehicles in the first full year, though actual volumes in 1941 were moderated by fuel shortages and defense priorities, with no major operational disruptions reported in initial records. revenues supported repayment, underscoring the tunnel's role in funding further under self-liquidating principles.

Proposed expansions

In the mid-1960s, the Triborough Bridge and Tunnel Authority (TBTA), under , proposed constructing a third tube for the Queens–Midtown Tunnel to address growing . The plan, estimated at $120 million, envisioned a 42-foot-diameter tube with three 8-foot lanes totaling 24.5 feet in width, narrower than the existing tubes' configuration but aimed at boosting overall capacity. This addition was integrated into a broader arterial network, including revival of the Mid-Manhattan Expressway and improved access from to the newly renamed via the Long Island Expressway. The proposal gained initial momentum in January 1965 when the TBTA announced plans for a new engineering study, advancing the long-discussed third tube despite prior opposition from officials who lacked approval authority over TBTA projects. Proponents argued it would alleviate bottlenecks in the two existing tubes, which handled increasing vehicular volumes post-World War II, but the project faced challenges including fiscal constraints, shifting priorities amid rising environmental concerns, and competition from alternative infrastructure investments. Ultimately, the third tube was never constructed, leaving the tunnel with its original dual-tube design.

Modern maintenance and upgrades

Following Superstorm Sandy in October 2012, which flooded the Queens–Midtown Tunnel with approximately 50 million gallons of saltwater, the Triborough Bridge and Tunnel Authority (TBTA) initiated a major rehabilitation project from 2015 to 2018 to restore structural integrity and mitigate future flood risks. This effort addressed damage to the , roadway, and ceiling slabs through repairs including spall remediation in air ducts, drainage chase reconstruction, and installation of new fireproof ceilings, wall tiles, curbs, gutters, LED lighting, traffic signals, and enhanced evacuation signage. Pavement reconstruction and catwalk upgrades were also completed, with the project finishing ahead of schedule and under budget by July 2018. A parallel design-build upgrade, completed in June 2022 by a including COWI, modernized electrical, , and communication systems across the Queens–Midtown and Hugh L. Carey Tunnels to improve operational reliability and public safety. This included rehabilitation of tunnel controls and communications infrastructure, enhancing monitoring and emergency response capabilities. Ongoing safety enhancements, as outlined in the MTA's 20-Year , involve installing fixed in-tunnel using water mist technology to address fire risks in the event of vehicle incidents. In September 2024, a contractor error during ventilation shaft work resulted in a drilled hole in the southbound tube's roof, causing a water leak and temporary closure; repairs, including patching and , were finalized within days, restoring full operations by September 8. Periodic continues, such as storm door testing in May and June 2025 to ensure flood resilience, with one tube closed overnight on select dates. These interventions reflect TBTA's focus on proactive infrastructure preservation amid high daily traffic volumes exceeding 200,000 vehicles.

Operations and Usage

Toll system

The Queens–Midtown Tunnel utilizes a fully cashless tolling system managed by the , featuring overhead gantries that capture vehicle data via transponders or license plate recognition for non-tagged vehicles billed through Tolls by Mail. This open-road tolling setup, implemented on January 10, 2017, replaced traditional staffed booths to reduce congestion and enhance throughput at the former toll plaza in . Tolls are levied in both directions, with rates varying by payment method, vehicle class, and issuer. As of August 6, 2023, the standard for two-axle passenger vehicles using a New York-issued is $6.94, while mid-tier accounts from other regions pay $9.11, and incurs $11.19 per crossing. Motorcycles receive discounted rates, such as $3.02 for New York users. Higher fees apply to trucks and buses based on axle count, with five-axle vehicles facing up to $38.21 via New York . No peak or off-peak pricing differentials exist, unlike some regional facilities, maintaining a flat rate structure. The system supports interoperability across participating agencies, though non-New York tags may trigger higher mid-tier charges to account for revenue-sharing agreements. Unpaid tolls convert to violations with added fees if not settled within 30 days, escalating to civil penalties enforced via mail notices. Prior to cashless conversion, the tunnel featured coin and bill-accepting booths, which handled peak-hour backups but were phased out to align with MTA's modernization efforts across its crossings.

Traffic patterns and bus routes

The Queens–Midtown Tunnel carries approximately 80,000 vehicles per day on average, with traffic volumes peaking during weekday commuting periods. Inbound flow from to dominates mornings from 6 a.m. to 10 a.m., while outbound traffic prevails in evenings from 4 p.m. to 8 p.m., leading to routine and travel times of 15 to 25 minutes or longer through the tunnel and approaches during these hours. Off-peak traversal typically takes 4 to 6 minutes. Following the activation of City's central business district tolling program, morning peak speeds in the tunnel improved by 4% in 2025 compared to 2024 levels, reflecting reduced overall vehicular volumes entering . Several MTA-operated express bus routes from Queens utilize the tunnel to connect residential areas to employment centers, operating primarily during rush hours via the Long Island Expressway approaches. These include the QM2 and QM20 from Bay Terrace and Bayside, which maintain direct routing to ; the QM7 and QM8 from Flushing and Glen Oaks via the Midtown Tunnel and ; and Union Turnpike routes such as the QM4, which proceed non-stop through the tunnel after . Service frequencies on these routes have been adjusted in recent network redesigns to align with observed ridership, with peak-period headways as low as 4-6 minutes on high-demand lines. No local bus routes traverse the tunnel, as it serves higher-capacity express operations exempt from certain congestion tolls.

Capacity and management

The Queens–Midtown Tunnel comprises two parallel tubes, each containing two lanes for vehicular traffic, yielding a total of four lanes without provisions for shoulders or passing. This configuration supports a theoretical peak of around 3,600 vehicles per hour per direction under free-flow conditions, though actual throughput is constrained by approach roadways, toll plazas, and incident response protocols. Average daily traffic volume stood at 77,642 vehicles as of early 2025, reflecting steady demand connecting to western Queens amid broader regional congestion. The tunnel is managed by the division, which oversees operations including via transponders and license plate imaging for cashless payments implemented facility-wide since 2021 to reduce queues and emissions. Traffic flow is monitored through integrated systems for real-time incident detection, variable speed limits, and emergency evacuations, with maintenance schedules prioritizing off-peak lane closures to minimize disruptions. Peak-hour management employs dynamic signage and coordination with adjacent expressways like the Long Island Expressway, though bottlenecks persist due to fixed lane assignments without reversible operations.

Engineering and Technical Aspects

Structural design

The Queens–Midtown Tunnel comprises two parallel subaqueous tubes, each accommodating two vehicular lanes, constructed beneath the East River to link Manhattan's Murray Hill with Long Island City in Queens. Designed by chief engineer Ole Singstad, the structure employs the shield tunneling method, utilizing hydraulic cutting shields advanced through soft silt and bedrock excavated with dynamite, supported by compressed air to counter groundwater pressure. As the shields progressed, workers installed segmental cast-iron rings—each 32 inches wide—to form the primary lining, totaling 65,900 tons of cast iron across both tubes, which provided structural integrity against external hydrostatic forces and geological variability. Each tube has an external diameter of 31 feet, 1.5 feet wider than those of the contemporaneous to better accommodate larger vehicles, with an internal roadway width of 21 feet between curbs, expanding to 23 feet 6 inches on curved sections. The operating headroom measures 12 feet 1 inch, with a maximum vertical clearance of 13 feet 6 inches; the maximum depth reaches 86 feet below mean high water. The northern tube spans 6,414 feet between portals, while the southern tube measures 6,272 feet, reflecting slight alignment differences to navigate subsurface conditions. totaling 13,900 tons reinforces key elements, supplemented by 120,800 cubic yards of for lining and appurtenant structures. Gradient profiles include a maximum 4 percent descending and 3.5 percent ascending, engineered to facilitate without excessive steepness given the era's vehicle capabilities. Tunneling advanced at an average rate of 140 feet per month, with peak daily advances of 2 feet 8 inches per shove, demonstrating the feasibility of shield-driven methods in challenging geology comprising glacial , , and . The design prioritized watertightness through bolted and caulked cast-iron segments, minimizing leakage risks inherent to subaqueous .

Ventilation and safety systems

The Queens–Midtown Tunnel employs a transverse system featuring separate supply and exhaust air pathways to manage emissions and maintain air quality. Two buildings, one on each side of the in and Queens, house a total of 23 blower and exhaust fans that achieve a complete air change throughout the twin-tube tunnel approximately every 90 seconds. This system recirculates air at a rate of three million cubic feet per minute, drawing in fresh air and expelling contaminated exhaust to mitigate and particulate buildup from traffic. The buildings, constructed in 1940 and standing about 100 feet tall, were designed as integral components of the tunnel's original engineering to support continuous operation under high-volume conditions. Safety systems integrate with ventilation for emergency response, including enhanced monitoring and evacuation protocols. Fire suppression capabilities, such as deluge systems in select areas, complement smoke detection and fire alarm networks installed during rehabilitation efforts to detect and contain incidents rapidly. Emergency lighting fixtures and dedicated panelboards in ventilation buildings ensure illumination during power outages, while cross passages between tubes facilitate pedestrian egress in fires or breakdowns. Flood mitigation features include heavy bronze gates—each 29 feet long, 14 feet high, and 22 inches thick—positioned at portal entrances to seal the tunnel against inundation during severe weather or sea-level rise events. Additional safeguards encompass emergency phones at intervals along the tubes and variable-message signs for real-time hazard alerts, all maintained under Triborough Bridge and Tunnel Authority oversight to uphold structural integrity and user protection.

Economic and Societal Impact

Traffic relief and economic benefits

The Queens–Midtown Tunnel, opened on November 15, 1940, was specifically designed to alleviate severe traffic congestion on bridges, including the , which had struggled to accommodate the rapid rise in automobile usage during . Prior to its construction, cross-river travel relied heavily on overcrowded bridges and unreliable ferry services, leading to significant delays for both passengers and freight. By providing a submerged, direct link between and in , the tunnel immediately diverted substantial volumes from these alternatives, improving overall flow across the river. The tunnel's dual-tube design, each carrying two lanes with reversible operations during peak hours, has enabled flexible , handling peak directional demands without exacerbating surface-level bottlenecks. Historical traffic data indicate it absorbed demand rapidly, exceeding initial capacity projections within years of opening and continuing to serve as a primary for crossings. This redistribution has prevented disproportionate loading on bridges, maintaining comparative speeds and reducing spillover congestion onto local streets in and . Economically, the tunnel supports New York City's regional productivity by streamlining daily commutes for workers traveling between ' residential and industrial areas and Manhattan's employment centers, as well as facilitating freight movement from logistics hubs like to urban markets. Reduced travel times compared to pre-tunnel options lower operational costs for trucking firms and enhance labor mobility, contributing to efficient supply chains and workforce participation in a metro economy dependent on inter-borough connectivity. Toll revenues generated, managed by the , further fund infrastructure maintenance across the system, indirectly bolstering long-term economic resilience. In , average daily traffic reached 87,000 vehicles, underscoring its ongoing role in sustaining high-volume commercial and personal travel essential to metropolitan commerce.

Criticisms of costs and inefficiencies

The toll structure for the Queens–Midtown Tunnel, managed by , has drawn criticism for periodic increases that impose a financial burden on commuters from and other outer boroughs, who must pay to access without reciprocal tolls for local trips. A 2010 analysis in the Queens Chronicle described these hikes as unfairly targeting outer-borough drivers, exacerbating costs for working-class residents reliant on the crossing for employment while subsidizing broader operations. Toll rates, which reached $11.19 for non-New York users by August 2023, fund maintenance and debt service across the Triborough Bridge and Tunnel Authority system, prompting complaints that revenues exceed direct tunnel needs. Further increases proposed in 2025, including a $0.52 rise for New York City E-ZPass customers, have been tied to and capital needs but criticized for lacking sufficient transparency on allocation. Maintenance expenses contribute to these fiscal critiques, with the tunnel's 1940 and submerged position necessitating costly interventions vulnerable to environmental damage. Post-Hurricane Sandy repairs, part of a $588 million joint rehabilitation with the Hugh L. Carey Tunnel completed in 2018, addressed and structural degradation but highlighted ongoing vulnerabilities, as saltwater ingress remains a persistent risk. A dedicated Queens-Midtown rehabilitation phase cost $265 million, incorporating fireproofing and repairs to accelerate work and control labor expenses, yet state audits have identified variances between budgeted and actual expenditures for ancillary facilities like the Tunnel Service Building. These outlays, funded primarily by tolls, underscore debates over efficiency in an agency where operational costs for bridges and tunnels totaled hundreds of millions annually, often attributed to regulatory and labor factors inflating unit prices. Operational inefficiencies manifest in chronic peak-hour bottlenecks and disruptive maintenance, amplifying user costs through time losses. The tunnel's fixed four-lane configuration struggles with demand, fostering gridlock that extends to approach roads like the Queens-Midtown Expressway, as noted in commuter reports of prolonged delays during rush periods. Rehabilitation efforts from 2017 onward involved phased lane closures, redirecting traffic to alternatives like the and exacerbating regional congestion without adequate mitigation. A September 2024 incident, where a non-MTA drilled a 2.5-inch hole into the tunnel roof during unrelated work, triggered a full closure, water inflow, and multi-hour backups spanning miles, revealing lapses in inter-agency coordination and permitting. The , previously sued for in dismissed cases, was held liable for at least $52,097 in repairs, fueling arguments that such errors stem from fragmented oversight and increase indirect economic costs via lost productivity.

Safety Record and Incidents

Historical accidents

A seven-vehicle chain-reaction collision occurred in the Queens-bound tube of the Queens–Midtown Tunnel on January 11, 1956, at approximately 4:26 p.m., when a stalled due to a , prompting a following van to crash into the queued vehicles and spill them across both lanes, injuring three people none critically and causing traffic backups extending two square miles into . On November 26, 2000, a ignited midway through the Manhattan-bound tube around 12:50 p.m., filling the tunnel with smoke, evacuating dozens of vehicles, and temporarily halting traffic, though no injuries were reported. An 18-year-old driver under the influence of marijuana and entered the wrong tube on May 8, 2019, traveling the incorrect direction before colliding head-on with an vehicle inside the tunnel, captured on footage; the Uber driver sustained injuries but survived the impact.

Recent structural failures

On September 4, 2024, a working on the Esplanade project accidentally drilled a hole through the roof of the Queens–Midtown Tunnel's southbound tube, allowing water to flood into the underwater passage. The , approximately 4 to 6 inches in diameter, occurred near the side during geotechnical drilling operations by Warren George, a New Jersey-based firm subcontracted by the city, leading to immediate closure of both tubes for safety assessments and repairs. Water ingress reached depths of several inches inside the tube, prompting evacuation of vehicles and causing significant traffic disruptions across alternative routes like the Williamsburg, , and bridges. MTA personnel confirmed the leak's source by tasting the water, determining it was saline water rather than a municipal supply break, which expedited response efforts. The hole was temporarily sealed with expanding foam and later permanently patched using poured from a above, allowing the southbound tube to reopen by late afternoon and full operations to resume within hours. The incident highlighted vulnerabilities in the tunnel's cast-iron and , built in the , amid ongoing rehabilitation projects, though no injuries were reported and structural integrity was deemed intact post-repair. In response, suspended nearby drilling and initiated an investigation into the contractor's failure to adequately mark subsurface utilities, despite prior requirements to contact the notification service. Warren George, which has faced previous accusations of in other projects, asserted that their positioning aligned with permitted coordinates, but city officials emphasized lapses in coordination with infrastructure maps. No further structural failures have been documented in the tunnel since this event, though it underscored the challenges of maintaining aging underwater infrastructure amid urban construction.

Controversies and Debates

Financing and toll policy disputes

The Queens–Midtown Tunnel was financed through revenue bonds issued by the Triborough Bridge and Tunnel Authority (TBTA), structured as self-liquidating obligations where toll revenues would repay the debt and cover operations without relying on taxes. bonds totaling approximately $59 million were issued in the 1930s and 1940s, with tolls set to generate sufficient revenue for repayment, maintenance, and eventual surplus. Initial tolls, starting at 30 cents per vehicle upon opening in 1940, were approved by the Board of Estimate explicitly for tunnel upkeep and city revenue generation. Following the TBTA's integration into the () in 1968, surplus toll revenues from facilities including the Queens–Midtown Tunnel began funding transit operations and capital projects, diverging from the original self-liquidating model. This transfer mechanism, codified in state law, allocates TBTA surpluses—after debt service—to subsidize and bus deficits, prompting disputes over whether bridge and tunnel users are unfairly burdened to support underperforming . Critics, including lawmakers and commuters, argue that such cross-subsidization violates the user-pays inherent to toll financing, as evidenced by lawsuits challenging the transfers as diversions from bondholders' intended uses. Courts have upheld the practice, ruling that as long as primary debt obligations are met, surpluses can support broader needs per statutory formulas. Toll policy disputes intensified with periodic increases to sustain revenues amid rising maintenance costs and inflation, often facing public and political backlash for exacerbating driver expenses without proportional infrastructure improvements. For instance, a 17% hike in 1996 raised the Queens–Midtown toll from $3 to $3.50, coinciding with broader MTA fare adjustments and drawing criticism for inadequate transparency on revenue allocation. Similar opposition arose in 2010 when tolls increased by $1 to $6.50, with detractors highlighting MTA inefficiencies and the use of funds beyond bridge and tunnel upkeep. Recent revelations of $5.1 billion in uncollected tolls and violations from 2020 to 2024 have fueled accusations of lax enforcement and mismanagement, undermining justifications for hikes while honest payers face new congestion-related charges. These conflicts reflect ongoing tensions between the TBTA's mandate for fiscal self-sufficiency and its role in bolstering MTA-wide financing, with empirical data showing toll revenues consistently covering capital bonds but surpluses—projected at billions annually—diverted to amid debates over equity and efficiency. Proponents of the transfers cite integrated regional mobility benefits, while opponents emphasize causal disconnects, such as toll-funded subsidies enabling operational shortfalls rather than direct user improvements.

Congestion pricing integration

The Queens–Midtown Tunnel was incorporated into New York City's Congestion Relief Zone program, which commenced tolling on January 5, 2025, through a system of crossing credits designed to offset portions of the new congestion charges for drivers entering Manhattan via the tunnel. Passenger vehicles receive a credit of up to $3 against the $9 peak-hour congestion toll when utilizing the tunnel to access the zone south of 60th Street during applicable times, recognizing the tunnel's pre-existing toll revenue managed by the MTA Bridges and Tunnels. Similar credits apply to other vehicle classes, such as up to $1.50 for motorcycles and up to $7.20 for small trucks and charter buses, applied per entry via the Queens–Midtown, Lincoln, Holland, or Hugh L. Carey tunnels. Unlike certain bridges such as the , which connect directly to excluded roadways like the and can bypass the full congestion toll if traffic remains on those routes, the Queens–Midtown Tunnel deposits vehicles onto local streets within the tolled zone, necessitating the congestion charge alongside the tunnel toll but mitigated by the credit. This structure ensures that Queens-bound commuters or those destined for Midtown face the integrated tolling without exemption pathways equivalent to highway-exclusive crossings. The credits are automatically applied via or compatible systems for eligible entries, with daily caps preventing excess accumulation. Since implementation, the program's integration has correlated with measurable traffic reductions in the tunnel, including a 4% increase in average speeds as of September 2025, alongside broader declines in vehicle volumes and shifts toward public transit usage. These outcomes stem from the combined deterrent effect of layered tolls, aimed at curbing peak-period entries into the while channeling funds toward subway and bus improvements. The has reported sustained compliance and revenue generation, with adjustments planned for toll rates in subsequent years to account for and program efficacy.

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