Editing Holland Tunnel (section)

===Late 20th century===
In 1970, the Port Authority stopped collecting tolls for [[New Jersey]]-bound drivers through the Holland Tunnel, who used the westbound tube, while doubling tolls to $1 for New York City-bound drivers, who used the eastbound tube. This was done in an effort to speed up traffic, and it was the first toll increase in the tunnel's history.<ref name="Moran 1970" /> Although westbound drivers initially saved time by not paying tolls, the removal of westbound tolls ultimately had an adverse effect on traffic in the Holland Tunnel. In 1986, the [[Verrazzano-Narrows Bridge]], between the New York City boroughs of [[Brooklyn]] and [[Staten Island]], stopped collecting tolls for Brooklyn-bound drivers (who were generally headed eastbound) and doubled its tolls for Staten Island-bound drivers (who were generally headed westbound).<ref>{{cite news|url=https://www.nytimes.com/1986/03/21/nyregion/new-york-day-by-day-one-way-tolls-in-effect-on-verrazano.html|title=New York Day by Day; One-Way Tolls In Effect on Verrazano|last1=Anderson|first1=Susan Heller|date=March 21, 1986|work=The New York Times|issn=0362-4331|access-date=February 14, 2018|last2=Dunlap|first2=David W.|archive-date=February 14, 2018|archive-url=https://web.archive.org/web/20180214144031/http://www.nytimes.com/1986/03/21/nyregion/new-york-day-by-day-one-way-tolls-in-effect-on-verrazano.html|url-status=live}}</ref> This had the effect of increasing congestion along the New Jersey-bound tube of the Holland Tunnel, which drivers could use for free. Drivers would go through New Jersey and use the [[Bayonne Bridge]], paying a lower toll to enter Staten Island. The amount of westbound traffic in the Holland Tunnel increased compared to eastbound traffic: by 1998, there were 50,110 daily westbound trips and 46,688 daily eastbound trips through the tunnel. Simultaneously, there was a decrease in westbound trips on the Verrazzano-Narrows Bridge compared to eastbound trips on the bridge.<ref>{{cite web | last=Stamler | first=Bernard | title=Jamming; The Traffic Downtown Seems Worse Than Ever. Is the Verrazano the Villain? | website=The New York Times | issn=0362-4331 | date=December 13, 1998 | url=https://www.nytimes.com/1998/12/13/nyregion/jamming-the-traffic-downtown-seems-worse-than-ever-is-the-verrazano-the-villain.html | access-date=May 19, 2018 | archive-date=May 19, 2018 | archive-url=https://web.archive.org/web/20180519122422/https://www.nytimes.com/1998/12/13/nyregion/jamming-the-traffic-downtown-seems-worse-than-ever-is-the-verrazano-the-villain.html | url-status=live }}</ref> The Verrazzano-Narrows Bridge toll pattern also caused traffic gridlock around the Holland Tunnel, and Canal Street saw the most severe congestion because it served as the main entrance to the tunnel.<ref>{{cite news|url=https://www.nytimes.com/1987/04/02/nyregion/pollution-rise-tied-to-one-way-toll.html|title=Pollution Rise Tied To One-way Toll|last=Boorstin|first=Robert O.|date=April 2, 1987|work=The New York Times|issn=0362-4331|access-date=February 14, 2018|archive-date=February 14, 2018|archive-url=https://web.archive.org/web/20180214144022/http://www.nytimes.com/1987/04/02/nyregion/pollution-rise-tied-to-one-way-toll.html|url-status=live}}</ref> Fatal accidents involving pedestrians in Lower Manhattan also increased greatly as a result.<ref>{{cite web|url=https://www.nytimes.com/1993/09/12/nyregion/neighborhood-report-lower-manhattan-around-holland-tunnel-a-deadly-jam.html|title=Neighborhood Report: Lower Manhattan; Around Holland Tunnel, a Deadly Jam|last=Lambert|first=Bruce|date=September 12, 1993|website=The New York Times|issn=0362-4331|access-date=April 14, 2018|archive-date=April 14, 2018|archive-url=https://web.archive.org/web/20180414172144/https://www.nytimes.com/1993/09/12/nyregion/neighborhood-report-lower-manhattan-around-holland-tunnel-a-deadly-jam.html|url-status=live}}</ref> Rush-hour congestion within the Holland Tunnel has persisted for more than thirty years due to the Verrazzano-Narrows Bridge's one-way westbound toll.<ref>{{cite web|url=https://www.nytimes.com/2018/04/19/nyregion/verrazano-bridge-toll.html|title='Outrageous' $17 Toll to Cross the Verrazano Vexes Drivers|last=Hu|first=Winnie|date=April 9, 2018|website=The New York Times|issn=0362-4331|access-date=April 21, 2018|archive-date=April 20, 2018|archive-url=https://web.archive.org/web/20180420234105/https://www.nytimes.com/2018/04/19/nyregion/verrazano-bridge-toll.html|url-status=live}}</ref>

A renovation of the Holland Tunnel's tiled ceilings, which were deteriorating due to water damage, started in 1983.<ref>{{cite web | title=Years Of Delays Seen For Motorists At Lincoln And Holland Tunnels | website=The New York Times | issn=0362-4331 | date=October 24, 1983 | url=https://www.nytimes.com/1983/10/24/nyregion/years-of-delays-seen-for-motorists-at-lincoln-and-holland-tunnels.html | access-date=April 25, 2018 | archive-date=April 13, 2018 | archive-url=https://web.archive.org/web/20180413043945/https://www.nytimes.com/1983/10/24/nyregion/years-of-delays-seen-for-motorists-at-lincoln-and-holland-tunnels.html | url-status=live }}</ref> The ceilings were replaced at a total cost of $78&nbsp;million, and the south tube's ceiling was renovated first. Since the Holland Tunnel had to remain open during the renovation, 4,000 modular concrete ceiling panels were made offsite, and narrow lift trucks parked in one of the tube's two lanes installed the panels while traffic continued to move through the tube's other lane. The panels were each designed to the specifications of a certain section of tube, such that none of the ceiling panels were identical; the Port Authority stated that the ceiling-replacement project was the first one of its kind in the world.<ref>{{cite web | last=Schneider | first=Keith | title=Tunnel Renovation First Of Its Kind | website=The New York Times | issn=0362-4331 | date=October 28, 1985 | url=https://www.nytimes.com/1985/10/28/nyregion/tunnel-renovation-first-of-its-kind.html | access-date=April 25, 2018 | archive-date=April 25, 2018 | archive-url=https://web.archive.org/web/20180425121951/https://www.nytimes.com/1985/10/28/nyregion/tunnel-renovation-first-of-its-kind.html | url-status=live }}</ref> In 1988, after the ceiling renovations had been completed, work started on replacing the 8-lane tollbooth, which consisted of six lanes built in the 1950s and two additional lanes built in the 1980s. The new $54&nbsp;million tollbooth contained 9 lanes and a central control center.<ref name="NYTimes-Tollbooths-1988">{{cite web | last=Hays | first=Constance L. | title=Construction Delays Due at Holland Tunnel | website=The New York Times | issn=0362-4331 | date=October 10, 1988 | url=https://www.nytimes.com/1988/10/10/nyregion/construction-delays-due-at-holland-tunnel.html | access-date=April 25, 2018 | archive-date=April 25, 2018 | archive-url=https://web.archive.org/web/20180425123612/https://www.nytimes.com/1988/10/10/nyregion/construction-delays-due-at-holland-tunnel.html | url-status=live }}</ref>

The Holland Tunnel was listed as a [[National Historic Landmark]] on June 27, 1993, becoming part of the [[National Register of Historic Places]]. With this designation, it became the 92nd National Historic Landmark in New York City and the sixth such landmark nationally that was a tunnel. According to M. Ann Belkov, the [[National Park Service]] superintendent for [[Ellis Island]], the tunnel had been granted landmark status because it had been the first "mechanically ventilated underwater vehicular tunnel" in the world.<ref name="nhlsum" /><ref name="nrhpinv" /><ref name="Barron 1994" />