East River Tunnels

This article is about the railroad tunnels used by Amtrak, NJ Transit, and LIRR. For other tunnels that span the East River, see East River § Crossings. For the vehicular tunnel carrying I-77 between West Virginia and Virginia, see East River Mountain Tunnel.

East River Tunnels

Construction of the East River Tunnels, 1909
Overview
Line	Northeast Corridor
Location	East River between Manhattan and Queens in New York City
Operation
Constructed	1904–1909
Opened	September 8, 1910
Owner	Amtrak
Traffic	Rail
Character	Passenger
Technical
Design engineer	Alfred Noble
Length	3,949 feet (1,204 m) [1]
Width	23 feet (7.0 m) [1]
Route map
East River Tunnels Location in New York City

The East River Tunnels are four single-track railroad passenger service tunnels that extend from the eastern end of Pennsylvania Station under 32nd and 33rd Streets in Manhattan and cross the East River to Long Island City in Queens. The tracks carry Long Island Rail Road (LIRR) and Amtrak trains travelling to and from Penn Station and points to the north and east. The tracks also carry New Jersey Transit trains deadheading to Sunnyside Yard. They are part of Amtrak's Northeast Corridor, used by trains traveling between New York City and New England via the Hell Gate Bridge.

History

1907 exposition display showing cross-section of East and North River railroad tunnels

Construction

The tunnels were built in the first decade of the 20th century as part of the New York Tunnel Extension. The original plan for the extension which was published in June 1901, called for the construction of a bridge across the Hudson River between 45th and 50th Streets in Manhattan, as well as two closely spaced terminals for the LIRR and Pennsylvania Railroad (PRR). This would allow passengers to travel between Long Island and New Jersey without having to change trains; at the time, LIRR trains ran to Long Island City, where passengers took ferries across the East River to the 34th Street Ferry Terminal in Manhattan. As part of the extension, the LIRR became a subsidiary of the Pennsylvania Railroad. ^[2] In December 1901, because of the high cost of building a bridge, ^[3] the plans were modified so that the PRR would construct the North River Tunnels under the Hudson River. ^[4]

The New York Tunnel Extension quickly gained opposition from the New York City Board of Rapid Transit Commissioners, who objected that they would not have jurisdiction over the new tunnels, as well as from the Interborough Rapid Transit Company, which saw the New York Tunnel Extension as a potential competitor to its as-yet-incomplete rapid transit service. ^[5] The project was approved by the New York City Board of Aldermen in December 1902, on a 41–36 vote. The North and East River tunnels were to be built under the riverbed of their respective rivers. The PRR and LIRR lines would converge at New York Penn Station, an expansive Beaux-Arts edifice between 31st and 33rd Streets in Manhattan. The entire project was expected to cost over $100 million. ^[6]

The contract for building the East River Tunnels was awarded to S. Pearson & Son in 1903. ^[7] Originally, the tunnel would have comprised two tubes, but this was later expanded to four tubes. ^[8] The project was led by Chief Engineer Alfred Noble. ^[9]

Work began in 1904. ^{[10] : 111} The four tunnels were built simultaneously, digging east from Penn Station, west from Long Island City, and east and west from shafts just east of First Avenue. The tunnel technology was so innovative that in 1907 the PRR shipped an actual 23-foot (7.0 m) diameter section of the new East River Tunnels to the Jamestown Exposition in Norfolk, Virginia, to celebrate the 300th anniversary of the nearby founding of the colony at Jamestown. ^[11] The same tube, with an inscription indicating that it had been displayed at the Exposition, was later installed under water and remains in use. Construction was completed on the East River tunnels on March 18, 1908. ^[12]

Opening

The tubes opened along with Pennsylvania Station on September 8, 1910. ^{[13] [1] [14]}

v t e Long Island City area track diagram
Legend
1 2 3 4 to Penn Station East River Long Island City (14 tracks, 2 platforms) Montauk Branch Borden Avenue I-495 LI Expwy Flushing Line ​ Portal C (Line 2) 49th Avenue Arch Street Shops Hunterspoint Avenue Flushing Line ​ Portal A (Line 4) Portals B/D (Lines 1/3) Montauk Cutoff to Sunnyside Yard to Harold Interlocking 1 3 2 4 to Harold Interlocking B ML2 ML1
Note:   Not to scale; certain tracks are not depicted.  Sources: [15] : 36  [16] Track numbers at bottom of diagram correspond with track numbers at Harold Interlocking.

As part of the New York Connecting Railroad improvement project, a connection from the East River Tunnels to the New Haven Railroad tracks was also built. New Haven trains began running through the East River Tunnels, serving Penn Station, in 1917 after the Hell Gate Bridge opened. ^{[15] : 30  [17]}

Later years

The East River Tunnels were flooded with 14 million US gallons (53,000,000 L) of water during Hurricane Sandy in 2012. ^{[18] [19]} Even after the tunnels were drained, corrosion continued to occur inside the tunnels, and the signal systems broke down with increasing frequency compared to before the storm. Amtrak, which owns the tunnels, originally proposed to start repairing the tunnels in 2019 at a cost of $1 billion, with each tunnel being closed for two years. However, due to delays in the East Side Access project (which would give LIRR riders a second direct route into Manhattan via the 63rd Street Tunnel), Amtrak later pushed back the start date of the East River Tunnels' reconstruction to 2025, and increased the construction time to four years. ^[20] In April 2023, Amtrak launched a request for qualifications for contractors to repair the tunnels. ^[21]

Amtrak hired Skanska E-J ERT Joint Venture in July 2024 to repair the tunnels for about $1.6 billion. ^{[22] [23]} The next year, Amtrak proposed shuttering the two non-LIRR tubes, lines 1 and 2, entirely for more than a year. ^{[24] [25]} One tube at a time would be closed for 13 months each; the closure was to start on May 9, 2025, but was pushed back by two weeks. ^[25] City and state officials asked Amtrak to close the affected tubes only during nights and weekends, stating that a 24/7 closure would reduce operational flexibility, but Amtrak rejected these plans. ^[26] Construction work began on May 23, 2025. ^[27]

Operation

Tunnel#4 looking toward Penn Station, with both overhead wire and third rail visible

The East River Tunnels are owned by Amtrak and are electrified by both third rail and overhead catenary. Diesel-powered locomotives are not allowed in the tunnels except in emergency situations because of ventilation concerns, so the LIRR uses DM30AC dual-mode locomotives to power a few trains from non-electrified lines into and out of Penn Station during rush hours.

East of Penn Station, tracks 5–21 merge into two 3-track tunnels, which then merge into the East River Tunnels' four tracks. The tunnels end and the tracks rise to ground level east of the Queens shoreline. ^[17] The four lines under the East River are numbered south to north, lines 1 and 2 running beneath 32nd Street and Lines 3 and 4 under 33rd Street. Eastward trains usually use lines 1 and 3, and westbound usually use lines 2 and 4. To bring the same-direction tunnels into adjacency, line 2 crosses beneath line 3 underground a few hundred feet west of the east end of the line 2 tunnel. ^{[15] : 36}

East River Tunnel portals in Queens

East portals for Lines 1 and 3: 40°44′34″N73°56′42″W / 40.7429°N 73.9450°W / 40.7429; -73.9450 (East portals for Lines 1 and 3)

East portal for Line 2: 40°44′32″N73°56′54″W / 40.7421°N 73.9483°W / 40.7421; -73.9483 (East portal for Line 2)

East portal for Line 4: 40°44′35″N73°56′45″W / 40.74305°N 73.94585°W / 40.74305; -73.94585 (East portal for Line 4)

Approaching Harold Interlocking from the west, the four tracks are Lines 1-3-2-4 south to north (with three LIRR tracks between Lines 2 and 3, and Sunnyside Yard approach tracks scattered between the passenger tracks). East of Harold, Lines 1-3 become LIRR Main Line Tracks 4-2 south to north, while Lines 2-4 become LIRR Main Line Track 3 and the westward Port Washington main. (Harold was rearranged in 1990; until then Lines 2-4 became the westward Port Washington and the westward Hell Gate track).

Amtrak's Superliner fleet cannot use the tunnels due to the inadequate clearances, so Amtrak instead uses Amfleet and Viewliner sets.

See also

• North River Tunnels (Hudson River tunnels to New Jersey)
• New York Tunnel Extension (construction project for East River Tunnels)

References

1. Guide to Civil Engineering Projects In and Around New York City (2nd ed.). Metropolitan Section, American Society of Civil Engineers. 2009. p. 58.
2. "NORTH RIVER BRIDGE PLAN; Pennsylvania Road Negotiating with Banking Houses". The New York Times. June 26, 1901. ISSN   0362-4331 . Retrieved May 22, 2018.
3. "PENNSYLVANIA'S TUNNEL A SUBMERGED BRIDGE; New York Terminal to be a Magnificent Structure. DETAILED PLANS DISCLOSED Vice President Rea Credited with the Idea Which Will, Experts Believe, Advance the City's Interests to an Unparalleled Degree". The New York Times. December 13, 1901. ISSN   0362-4331 . Retrieved May 22, 2018.
4. "PENNSYLVANIA'S TUNNEL UNDER NORTH RIVER; Property Already Acquired for the Great New York Terminal. TO PUSH THE CONSTRUCTION City Neighborhoods' to be Improved -- Depth of the Tunnel So Great Subways Will Not Be Obstructed". The New York Times. December 12, 1901. ISSN   0362-4331 . Retrieved May 22, 2018.
5. "MORE OPPOSITION TO PENNSYLVANIA'S BILL; Rapid Transit Commissioners Will Appear Against It. THEIR RIGHTS INFRINGED E.M. Shepard and A.B. Boardman, Counsel for Board, Say that It Af- fects That Body's Usefulness -- Mr. Cassatt's Views". The New York Times. March 21, 1902. ISSN   0362-4331 . Retrieved May 22, 2018.
6. "PENNSYLVANIA TUNNEL FRANCHISE PASSED; Aldermen Approve the Grant by a Vote of 41 to 36 Borough President Cantor Speaks and Votes Against the Measure -- Excited Debate Before the Final Action. PENNSYLVANIA TUNNEL FRANCHISE PASSED". The New York Times. December 17, 1902. ISSN   0362-4331 . Retrieved May 22, 2018.
7. "O'ROURKE WILL BUILD PENNSYLVANIA TUNNEL; New York Firm Gets Contract for North River Section. BRITISH TO BORE OTHER TUBE S. Pearson & Son, Limited, of London, the Successful Bidders for Work Under the East River". The New York Times. March 12, 1904. ISSN   0362-4331 . Retrieved May 22, 2018.
8. Herries, W. (1906). Brooklyn Daily Eagle Almanac ...: A Book of Information, General of the World, and Special of New York City and Long Island ... Brooklyn Daily Eagle. p. 456. Retrieved May 22, 2018.
9. Brace, James (1912). "The East River Division". In Couper, William (ed.). History of the Engineering Construction and Equipment of the Pennsylvania Railroad Company's New York Terminal and Approaches. New York: Isaac H. Blanchard Co. p.  79.
10. Gilbert, Gilbert H.; Wightman, Lucius I.; Saunders, William L. (1912). "The East River Tunnels of the Pennsylvania Railroad". The Subways and Tunnels of New York: Methods and Costs, with an Appendix on Tunneling Machinery and Methods and Tables of Engineering Data. New York: John Wiley & Sons. Retrieved October 11, 2009.
11. Industrial Magazine. Geo. S. Mackintosh. 1907. p. 79. Retrieved May 23, 2018.
12. "FOURTH RIVER TUBE THROUGH; Last of Pennsylvania-Long Island Tunnels Connected -- Sandhogs Celebrate". The New York Times. March 19, 1908. Retrieved May 23, 2018.
13. "DAY LONG THRONG INSPECTS NEW TUBE; 35,000 Persons Were Carried on the First Day of Pennsylvania's Tunnel Service. ACCIDENT MARRED OPENING Morning Trains Delayed Two Hours by Broken Third Rail -- Some Complaints Over Extra Fare". The New York Times. September 9, 1910. Retrieved May 22, 2018.
14. Schafer, Mike; Brian Solomon (2009) [1997]. Pennsylvania Railroad. Minneapolis, MN: Voyageur Press. pp. 61–64. ISBN   978-0-7603-2930-6. OCLC   234257275.
15. Cudahy, Brian J. (2002), Rails Under the Mighty Hudson (2nd ed.), New York: Fordham University Press, ISBN   978-0-82890-257-1, OCLC   911046235
16. Lynch, Andrew (2020). "New York City Subway Track Map" (PDF). vanshnookenraggen.com. Retrieved February 6, 2020.
17. Mills, William Wirt (1908). Pennsylvania Railroad tunnels and terminals in New York City. Moses King. Retrieved May 26, 2018.
18. "Amtrak Hopes To Have East River Tunnels Damaged By Sandy Restored By Christmas". CBS New York. November 27, 2012. Retrieved December 8, 2018.
19. Castillo, Alfonso A. (October 30, 2018). "LIRR still years away from some Sandy repairs". Newsday. Archived from the original on December 9, 2018. Retrieved December 8, 2018.
20. Castillo, Alfonso A. (October 19, 2017). "Amtrak: Sandy tunnel repair may begin in 2025". Newsday. Archived from the original on December 9, 2018. Retrieved December 8, 2018.
21. May, Tiana (April 17, 2023). "Amtrak Commences Procurement Phase for East River Tunnel Renewal". Railway-News. Retrieved April 22, 2023.
22. Castillo, Alfonso A. (July 15, 2024). "Amtrak eyes fall start for $1.6B repair job on East River Tunnel". Newsday. Retrieved July 16, 2024.
23. Simko-Bednarski, Evan (July 12, 2024). "Amtrak issues $1.6 billion contract for East River Tunnel repair". New York Daily News. Retrieved July 16, 2024.
24. Kramer, Marcia (May 2, 2025). "Amtrak stays firm on East River tunnels shutdown plans despite pushback from New York officials". CBS New York. Retrieved May 7, 2025.
25. Simko-Bednarski, Evan (May 6, 2025). "Amtrak pushes back start of East River Tunnel plan, says closures will remain the same". New York Daily News. Retrieved May 7, 2025.
26. Nessen, Stephen (May 6, 2025). "Mayor Adams says Amtrak has 'refused to listen to reason' about repairs to East River tunnels". Gothamist. Retrieved May 7, 2025.
27. Russo-Lennon, Barbara (May 28, 2025). "Dig they must: Amtrak begins East River tunnel rehab project with serious LIRR impacts on the horizon". amNewYork. Retrieved June 20, 2025.