220:
42:
742:
feet (9.1 m) wide ramp which descended at 12% for 150 feet (46 m) before being covered under an alley. As the shortest tunnel it had the steepest grade. Under the river the tunnel had a single two-lane arched roof. West of the river the approach climbed to
Clinton St. where the line had to turn south. Because of the entrances and steep approaches the tunnel always had operating problems. The tunnel, including the approaches, was 1,514 feet (461 m) long as built.
20:
729:. As of 1954, the north tunnel portal was still extant, but both approaches are now filled in, although the tunnel itself still exists under the river. A ramp in the middle of LaSalle St. south of Kinzie St., an access down to Carroll Ave., is sometimes mistaken for the north portal, which was a block north and aligned below the current ramp.
697:
The north approach began in the middle of the street just north of
Hubbard St. (Michigan St. in 1871). The track descended and the approach was covered. Under the river the tunnel had two horse and one pedestrian masonry arch lanes. South of the river the approach climbed and the track came to street
583:
In 1906, all
Chicago cable lines were converted to electricity and the tunnels were closed. All would reopen for streetcar service, but with the change to electricity streetcars could cross bridges and the tunnels were less important. One ended regular service in 1924, one was closed in 1939, and one
709:
from steel plate. When the tunnel closed the replacement was lowered into a trench in the riverbed and the approaches were deepened to a new lower level. Like the
Washington St. tunnel the grades were aligned for the cars to enter a shallow subway just below street level. The subway was never built,
673:
Originally built for pedestrians and horse-drawn traffic, this was the first tunnel under the river. Construction began in 1867 and it opened
January 1, 1869, but it wasn't successful. The approach grades were steep for horses, it leaked, and it was dark and uncomfortable for pedestrians, by 1884 it
745:
A deeper replacement was built thru the original tunnel and opened to electric streetcar service in 1910. Closed again in 1915 to construct the approaches to the new Union
Station, it was reopened in 1916. Closed to regular service in 1924, the tunnel was sometimes used until 1952, when all service
693:
Originally built for pedestrians and horse-drawn traffic construction started right after the
Washington St. tunnel was finished, but was built to a different design. Like the Washington St. tunnel, approach grades were steep for horses, it leaked, and it was dark and uncomfortable for pedestrians.
677:
The east approach began in the middle of the street just west of
Franklin St. The track descended and was covered. Under the river the tunnel had two horse and one pedestrian lanes. West of the river the approach climbed and the track came to street level just east of Clinton. The tunnel, including
648:
After the end of cable service all three tunnels were lowered, converted to electricity, and reopened. The LaSalle and
Washington St. tunnels were owned by the city, but the privately owned Van Buren St. tunnel would have to be lowered or removed at the owner's cost. The WCSR filed a suit that went
741:
The east approach began at
Franklin St. Unlike the city-owned tunnels, it didn't go under the street itself, but 150 feet north of and parallel to it. This meant the cars had to slow down, turn north on Franklin, then immediately turn west into a driveway to the approach. It was a stone walled 30
681:
After closing in 1906, a wider and deeper replacement was built under the original and the approaches were deepened to the new lower level. The grades were aligned for the cars to enter a shallow subway just below street level but the subway was never built, concrete ramps raised the tracks up to
659:
With the change to electricity cars could cross bridges and the tunnels were less important. The Van Buren St. tunnel ended regular service on September 14, 1924, after that it was sometimes used as a bypass when bridges were open. The LaSalle St. tunnel was closed in 1939 for construction of the
794:
platform for the Blue Line. In 1951-1952, the plans were modified to use the Washington Street subway as a busway rather than as a train tunnel, while Clinton and Jackson tunnels were merged and remained a rail plan. The plan was cancelled in April 1962, although the design and placement of the
639:
When built all three tunnels were 18 feet under the riverbed, but in 1900 the direction of the Chicago River was reversed by deepening it. The lower bottom level exposed all three tunnels and ships ran aground on the Washington St. tunnel. In 1904, the Federal government declared that all three
619:
The Chicago River was the city's port, and shipping had priority over land transport. Heavy river traffic and flat terrain required movable bridges, causing long traffic delays, and which could not have cables on them. But the city had previously built two horse and pedestrian tunnels under the
777:
to add an additional high-level subway running parallel to the Washington Street line under Jackson Street, similarly using the tunnel located between Jackson and Van Buren Streets. Both would be tied into another subway tunnel to be dug under Clinton Street, proposed in the interim. The only
579:
to the North or West had to cross the navigable Chicago River. Heavy shipping traffic required movable bridges, which cable lines couldn't cross. Two existing public tunnels were converted for cable use, and a third was built as a private venture.
628:
An 1886 ordinance allowed the North Chicago Street Railroad to use the LaSalle St. tunnel in exchange for payment, moving a bridge, rehabilitating, and maintaining the tunnel. Cable service began on March 26, 1888 and ended October 21, 1906.
620:
river, both were in poor condition and neither was being used. One under LaSalle St. connected the North Side and one under Washington St. the West Side. A third tunnel next to Van Buren St., also connecting the West Side, was built later.
737:
The Van Buren St. tunnel was the last of the three built, and the only one built privately specifically for cable cars. Construction began in 1890 but progress was slow. Cable service started on March 24, 1894 and ended on July 22, 1906.
635:
The last tunnel was built privately by the WCSRy next to Van Buren St. Construction began in 1890 but went slow and the tunnel didn't enter service until July 27, 1893. It was closed for cable July 22, 1906.
640:
tunnels were hazards to navigation and had to be removed. In 1906 all cables, which had become obsolete, were replaced by electric service that could cross the bridges and all three tunnels were closed.
694:
In 1888 the North Chicago Street Railroad leased the tunnel and began to rehabilitate it. On March 23, 1888 cable service began and continued until October 21, 1906, when it was closed for lowering.
1447:
632:
In 1888, The West Chicago Street Railway (WCSRy) made a similar arrangement with the city over the Washington St. tunnel. Cable service began August 12, 1890 and ended August 19, 1906.
652:
The Van Buren St. tunnel was reopened in 1910, the Washington in 1911, and the LaSalle in 1912. The Van Buren St. tunnel was closed again in 1915-1916 during construction of the new
713:
The deepened tunnel was opened to electric streetcar service on July 21, 1912. It was in regular service until November 27, 1939, when it was closed during the construction of the
674:
had been closed as unsafe. In 1888 the West Chicago Street Railroad Co. began to rehabilitate it. On August 12, 1890, cable car service began and continued until August 19, 1906.
773:
Plans were made to incorporate the tunnel into a high-level subway to run under Washington Street between Clinton Street and Grant Park. The plans were expanded after the
219:
1432:
568:. Two were built for pedestrian and horse traffic and later converted, the third was built specially for cable-cars. After cable service ended they would be used by
608:. Used as the backbone of a system of local horse and electric lines, the cable lines were immediately successful and greatly improved public transit in the
1287:
A Comprehensive Plan for the Extension of the Subway System of the City of Chicago Including Provision for the Widening of E. and W. Congress Street
1427:
1102:
787:
714:
1373:
Method of Reconstructing the Washington Street Tunnel of the Chicago Railways Company; a New and Economical Method of Constructing Tunnels,
1364:
1268:
1229:
1121:
41:
1349:
Fourteenth Annual Report of the Department of Subways and Superhighways, City of Chicago, for the Year Ending December 31, 1952,
1422:
1184:
1195:
1173:
1343:
Eighth Annual Report of the Department of Subways and Superhighways, City of Chicago, for the Year Ending December 31, 1946.
1206:
1162:
1151:
1337:
Sixth Annual Report of the Department of Subways and Superhighways, City of Chicago, for the Year Ending December 31, 1944.
575:
By 1900, Chicago had a cable-based transit system that carried 80 million passengers a year, but all cable routes leaving
1289:(Chicago: City of Chicago, October 30, 1939), 2-3, III; and City of Chicago, Department of Subways and Superhighways,
755:
569:
1301:
Annual Report of the Department of Subways and Superhighways, City of Chicago, for the Year Ending December 31, 1940
1437:
790:, and the double-wide station built at Peoria Street in 1964 to accommodate the anticipated platform north of the
1442:
767:
497:
149:
722:
718:
685:
The tunnel was in regular use until 1953. By 2013 the tunnel was closed and both approaches had been covered.
584:
remained in regular service until 1952. In 2010 all approaches had been covered but two tunnels still existed.
706:
698:
level just north of Randolph St. The tunnel, including the approaches, was 1,887 feet (575 m) long.
588:
779:
726:
653:
493:
325:
145:
1392:
616:
Sides from the downtown and South Side. To enter downtown cable cars would have to cross the river.
1397:
759:
609:
561:
613:
1374:
1360:
1264:
1225:
1117:
1098:
791:
1407:
1402:
1132:
1308:
Chicago Transit Authority's Proposed $ 315,000,000 Transit Expansion and Improvement Program
1208:
Sanborn Fire Insurance Map from Chicago, Cook County, Illinois. 1906 North and West Division
1197:
Sanborn Fire Insurance Map from Chicago, Cook County, Illinois. 1906 North and West Division
1175:
Sanborn Fire Insurance Map from Chicago, Cook County, Illinois. 1906 North and West Division
774:
19:
763:
387:
604:
In 1882, the Chicago City Railway opened the first of two cable car lines south from the
23:
Map showing approximate modern location of the three streetcar tunnels as they appeared
1239:
1218:
783:
1416:
565:
778:
construction accomplished in advance of these plans were the pair of portals in the
605:
576:
1328:
City of Chicago, Department of Development and Planning, Chicago Plan Commission,
762:. Originally included in the proposal was a plan for two more streetcar tunnels.
649:
to the US Supreme Court, but they lost and had to pay for lowering the tunnel.
1387:
660:
State St. subway. The Washington St. remained in regular service until 1952.
682:
street grade. It opened to electric streetcar service on January 29, 1911.
1186:
Sanborn Fire Insurance Map from Chicago, Cook County, Illinois. 1906-1950
1164:
Sanborn Fire Insurance Map from Chicago, Cook County, Illinois. 1906-1950
1153:
Sanborn Fire Insurance Map from Chicago, Cook County, Illinois. 1906-1950
612:. But the Chicago River, with its two branches, separated the North and
1323:
Plan for Expanding Rapid Transit Service in the Central Area of Chicago
702:
1377:, Vol. XXXIII, No. 16 (April 20, 1910); page 356. Note: Illustrated.
786:, constructed in 1952 simultaneously with the pair of portals for the
1325:(Chicago: Chicago Transit Board, April 20, 1962), 1, 6-7, 10-11.
531:
359:
183:
1318:(map) (Chicago, Chicago Transit Authority, September 30, 1958).
1295:
725:) station of which intersected the tunnel's south ramp under
1347:
City of Chicago, Department of Streets and Superhighways,
1341:
City of Chicago, Department of Streets and Superhighways,
1335:
City of Chicago, Department of Streets and Superhighways,
889:
887:
885:
883:
881:
879:
877:
875:
873:
871:
869:
867:
1024:
1022:
854:
852:
850:
848:
587:
These tunnels should not be confused with a network of
811:
809:
807:
710:
concrete ramps raised the tracks up to street grade.
1097:. The History Press. pp. 15–18, 23–24, 59–66.
965:
548:
540:
526:
518:
513:
503:
485:
477:
469:
461:
453:
448:
440:
432:
424:
416:
411:
396:
386:
376:
368:
354:
346:
341:
331:
317:
309:
301:
291:
281:
273:
268:
260:
252:
242:
234:
229:
200:
192:
178:
170:
165:
155:
137:
129:
121:
111:
101:
93:
88:
80:
72:
64:
56:
51:
1448:Transportation buildings and structures in Chicago
1217:
678:the approaches, was 1,605 feet (489 m) long.
1303:(Chicago: City of Chicago, December 31, 1940), 1.
1403:Public Transportation at Encyclopedia of Chicago
1314:(Chicago: Chicago Transit Authority, 1958), and
1064:
1052:
1013:
1001:
989:
977:
1114:Chicago Surface Lines, An Illustrated History
8:
1388:Chicago Cable Car Lines at The Cable Car Guy
1310:(Chicago: Chicago Transit Authority, 1957),
1285:Chicago Department of Subways and Traction,
795:Peoria Street station house went unchanged.
406:
212:
34:
1216:Mayer, Harold M.; Wade, Richard C. (1969).
1408:Street Railways at Encyclopedia of Chicago
1312:New Horizons for Chicago Metropolitan Area
405:
218:
211:
40:
33:
917:
858:
827:
560:Between 1892 and 1906, Chicago had three
18:
1433:Cable car railways in the United States
803:
715:Milwaukee-Lake-Dearborn-Congress subway
392:15 feet 9 inches (4.8 m)
1263:. Northern Illinois University Press.
1261:Chicago Transit An Illustrated History
1332:(Chicago: City of Chicago, 1963), 22.
1246:. Cornell University Law School. 1906
1131:McClendon, Dennis (2005). "Tunnels".
1028:
953:
941:
929:
905:
839:
815:
7:
1076:
1040:
893:
701:A replacement tunnel was built in a
14:
1211:. Vol. 1. Sanborn Map. 1906.
1200:. Vol. 1. Sanborn Map. 1906.
1189:. Vol. 1. Sanborn Map. 1947.
1178:. Vol. 1. Sanborn Map. 1906.
1167:. Vol. 1. Sanborn Map. 1946.
1156:. Vol. 1. Sanborn Map. 1949.
770:, which was eventually enacted.
754:In 1937, Chicago petitioned the
1220:Chicago: Growth of a Metropolis
766:vetoed this plan in favor of a
527:
355:
179:
1:
24:
16:Former transportation tunnels
1428:Railroad tunnels in Illinois
1137:. Chicago Historical Society
1375:Engineering and Contracting
1306:Chicago Transit Authority,
1244:Legal Information Institute
1116:. Transport History Press.
756:Public Works Administration
1464:
1355:Hilton, George W. (1997).
966:W.C.S.R. v. Chicago (1906)
920:, pp. 42–49, 137–140.
758:(PWA) for funding for the
606:downtown business district
552:534 ft (162.8 m)
544:594 ft (181.1 m)
522:1,514 ft (461 m)
380:534 ft (162.8 m)
372:594 ft (181.1 m)
350:1,887 ft (575 m)
174:1,605 ft (489 m)
1224:. University of Chicago.
782:median, 200 feet east of
768:Milwaukee-Dearborn subway
644:After cable service ended
591:under the downtown area.
498:Chicago Transit Authority
217:
150:Chicago Transit Authority
46:East entrance before 1884
39:
1357:The Cable Car in America
1259:Young, David M. (1998).
1043:, pp. 208–219, 338.
321:North Chicago Street Ry.
224:South portal before 1888
204:534 ft (163 m)
196:594 ft (181 m)
115:January 1, 1869 (public)
1398:WCSR at Chicagology.com
1393:NCSR at Chicagology.com
1359:. Stanford University.
1321:Chicago Transit Board,
1134:Encyclopedia of Chicago
918:Mayer & Wade (1969)
828:Mayer & Wade (1969)
489:West Chicago Street RR.
400:30 ft (9.1 m)
141:West Chicago Street RR.
117:August 12, 1890 (cable)
1423:Streetcars in Illinois
1112:Lind, Alan R. (1979).
1065:Sanborn map 87W (1906)
1053:Sanborn map 49S (1947)
1014:Sanborn map 34N (1906)
1002:Sanborn map 14S (1949)
990:Sanborn map 75W (1906)
978:Sanborn map 19S (1946)
297:March 23, 1888 (cable)
31:
1240:"W.C.S.R. v. Chicago"
780:Eisenhower Expressway
654:Chicago Union Station
589:small freight tunnels
507:130 cars per hour max
494:Chicago Surface Lines
491:Chicago Union Transit
335:130 cars per hour max
326:Chicago Surface Lines
323:Chicago Union Transit
188:2 horse, 1 pedestrian
159:130 cars per hour max
146:Chicago Surface Lines
143:Chicago Union Transit
35:Washington St. tunnel
22:
1093:Borzo, Greg (2012).
428:Blue Island, Halsted
407:Van Buren St. tunnel
364:2 horse 1 pedestrian
1079:, pp. 216–219.
956:, pp. 143–144.
944:, pp. 135–138.
932:, pp. 124–125.
896:, pp. 208–219.
830:, pp. 137–140.
760:State Street subway
570:electric streetcars
465:Single masonry arch
408:
214:
105:1 large and 1 small
36:
1330:1963 Annual Report
1095:Chicago Cable Cars
719:Lake & LaSalle
564:tunnels under the
420:Closed and covered
213:LaSalle St. tunnel
68:Madison, Milwaukee
60:Closed and covered
32:
1438:Rail technologies
1104:978-1-60949-327-1
842:, pp. 42–49.
750:Plans for subways
558:
557:
541:Highest elevation
509:in each direction
404:
403:
369:Highest elevation
337:in each direction
305:November 27, 1939
238:Closed and filled
210:
209:
193:Highest elevation
161:in each direction
1455:
1443:Railways by type
1370:
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1179:
1168:
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1127:
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1080:
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1044:
1038:
1032:
1026:
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987:
981:
975:
969:
963:
957:
951:
945:
939:
933:
927:
921:
915:
909:
903:
897:
891:
862:
859:McClendon (2005)
856:
843:
837:
831:
825:
819:
813:
775:Second World War
723:Clark & Lake
554:(after lowering)
549:Lowest elevation
529:
409:
388:Tunnel clearance
382:(after lowering)
377:Lowest elevation
357:
222:
215:
206:(after lowering)
201:Lowest elevation
181:
44:
37:
29:
26:
1463:
1462:
1458:
1457:
1456:
1454:
1453:
1452:
1413:
1412:
1384:
1367:
1354:
1282:
1280:Further reading
1277:
1271:
1258:
1249:
1247:
1238:
1232:
1215:
1204:
1193:
1182:
1171:
1160:
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1092:
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1075:
1071:
1063:
1059:
1051:
1047:
1039:
1035:
1031:, pp. 143.
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865:
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818:, pp. 123.
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764:Harold L. Ickes
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313:City of Chicago
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285:2 large 1 small
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133:City of Chicago
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1316:T.E.D. 8-320
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1248:. Retrieved
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1139:. Retrieved
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1029:Borzo (2012)
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436:Franklin St.
264:Randolph St.
1205:"Map 87W".
1194:"Map 75W".
1183:"Map 49S".
1172:"Map 34N".
1161:"Map 19S".
1150:"Map 14S".
1077:Lind (1979)
1041:Lind (1979)
894:Lind (1979)
792:UIC-Halsted
727:Lake Street
689:LaSalle St.
462:Constructed
444:Clinton St.
282:Constructed
256:Hubbard St.
102:Constructed
84:Clinton St.
76:Franklin St
28: 1906
1417:Categories
1293: [
1086:References
610:South Side
600:Background
454:Work begun
274:Work begun
94:Work begun
1141:March 19,
788:Blue Line
562:cable car
514:Technical
449:Operation
342:Technical
269:Operation
166:Technical
89:Operation
1250:19 March
577:downtown
412:Overview
318:Operator
230:Overview
138:Operator
52:Overview
746:ended.
703:drydock
595:History
504:Traffic
332:Traffic
156:Traffic
1363:
1351:36-37.
1299:]
1291:Second
1267:
1228:
1120:
1101:
717:, the
519:Length
478:Closed
470:Opened
417:Status
347:Length
302:Closed
292:Opened
235:Status
171:Length
122:Closed
112:Opened
57:Status
799:Notes
721:(now
532:lanes
486:Owner
433:Start
425:Route
397:Width
360:lanes
310:Owner
253:Start
243:Route
184:lanes
130:Owner
73:Start
65:Route
1361:ISBN
1265:ISBN
1252:2013
1226:ISBN
1143:2017
1118:ISBN
1099:ISBN
614:West
457:1890
277:1869
125:1953
97:1867
1296:sic
705:on
530:of
528:No.
441:End
358:of
356:No.
261:End
182:of
180:No.
81:End
1419::
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25:c.
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30:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
