La Salle Street Tunnel
Life Span: 1871-1939
Location: Randolph street under the Chicago River to Hubbard street
Designer: William Bryson
Chicago Tribune, July 18, 1869
LA SALLE STREET TUNNEL
The success of the river tunnel at Washington street has been considered sufficient to justify the Common Council in proposing to construct a tunnel under the main river, and two sites have been suggested—one at LaSalle street, and the other at State street. The committee of the Common Council, have we believe, favored the selection of LaSalle street, but as there has been no final action on the subject, the members of the Board of Aldermen, before acting, should personally examine the locality, and for themselves, see the irreparable injury that will be inflicted, without any possible public benefit which may not be equally secured by locating the tunnel at State street..
The tunnel, if constructed at LaSalle street, must have its open entrance for vehicles at the north line of Randolph street, and this open entrance must extend to Lake street, where it will be arched. This entrance, or approach, in the case of the Washington street tunnel, is 22 feet between the walls, and that width is the least that can be adopted for safety. The walls have a coping two and a half feet wide, and are surmounted by a railing. This makes the total width of the street occupied by the approach to the tunnel 27 feet.
The width of the carriage-way on LaSalle street is 48 feet, if 27 feet be deducted for the tunnel, will leave a roadway on each side of but ten and a half feet. This, of course, will be insufficient, and will necessitate the use of much of the space now occupied by the sidewalks as a carriage-way. The sidewalks at present are 16 feet wide. It will be necessary to take eight or ten feet from each of these sidewalks and add them to the carriage-way in order to enable the latter to be passable for vehicles. This will leave the sidewalks on each side of LaSalle street, between Randolph and Washington streets, about six feet from the building line to the curbstone. Let the Aldermen visit that street, which, during business hours, is crowded to excess, and judge for themselves the effect of allowing a sidewalk of but six feet wide. Large and substantial buildings have been erected on that street, and the most of them built with the lower story in the nature of a basement, having an area, used as an approach, of descending steps, three to four feet from the building line. To secure sidewalks six feet wide will involve the necessity of closing up all these basement stores and offices; or, if they are not closed, the space left available for sidewalks will be reduced to from two to three feet; and we are sure that every Alderman will, upon inspecting the locality, admit that such a proceeding will destroy the value of the whole property, and deprive the public of the convenience of the street itself.
Now compare this condition of affairs with State street, if the tunnel be placed there. State street has a total width of 120 feet, of which 88 feet are given to the carriage-way, and 16 feet to each of the sidewalks. To build the approach in the centre of the street, will leave a carriage-way on each side of over 30 feet, and in no way interfere or diminish the width of the sidewalks. The construction of the tunnel at State street will not interfere with the convenient use of the street by the general public, nor will it incommode the business of any store or dealer on State street. The roadways will be wide enough for vehicles to receive and discharge their loads without obstructing the regular use of the street. The sidewalks will remain undiminished; and State street, instead of being destroyed, as will be the case of LaSalle street, by the tunnel, will be ornamented, and have an addition made to its already great attractions.
If Aldermen, voting on this subject, will examine both localities, we are sure they will not perpetuate the injustice of putting the tunnel at LaSalle street, while State street is at their service for that purpose.
Chicago. A Hand Book for Strangers & Tourists to the City of Chicago, 1869
The experiment of a tunnel under the river having proved to be a success in the case of the Washington street tunnel, it is now proposed to construct one at Adams street and another one at LaSalle street. From a communication addressed to the City Council by Mr. E. S. Chesborough, the distinguished city engineer, we gather the following interesting items :
The plan proposed for LaSalle street is in the main features very similar to the one already constructed at Washington street. Its total length, including approaches from Randolph street on the south and Michigan street on the north will be 1,930 feet. The net estimate for the work is $457,342.32, but in view of the possibility of occurrences difficult now to foresee, an appropriation of $500,000 is asked for.
LaSalle Street Tunnel
Chicago Tribune, December 1, 1870
LA SALLE STREET TUNNEL
How the Work Goes on—Satisfactory Progress
The most expensive work in which the city has been engaged during the past year is the La Salle Street Tunnel. Ground was broken on November 3, 1869, and since then, the work has been almost continuously in progress. The experience gained in building the Washington street tunnel has been of great service and value in the present case. The character of the soil will be so well known in future, and the difficulties to be overcome can be so accurately calculated, that little more will be thought of constructing a tunnel than of building a house.
The north half of the passage way was completed in the summer, and now the southern half is being pushed forward with great rapidity. The archway has been built 175 feet south from the center of the river, so that now extends beyond where the deck wall is to be. South Water street, at the foot of La Salle, is excavated, and soon the picks and shovels will make a trench in La Salle nearly as far south as Randolph. The roadway entrance will begin 40 feet north of the south line of Randolph, ands be open as far as Lake, the distance from there to the river being covered.
Since the coffer dam was made tight, no trouble has been met with in the tunnel proper, and the best kind of luck has attended the work. It was found necessary to take down the upper stories of Steele’s Building, which stand on the edge of the river, and whose foundations were in danger from the excavation. The wisdom of relieving the foundation of the superincumbent weight, is shown by the crack that is visible in the lower part of the wall. Had not precaution been taken, very likely the building would have come down by the run, and without warning.
As soon as the dock wall is built, and the archway tested, the dam will be removed. There will be no necessity for removing it until spring, when navigation will be resumed, although it could be removed much sooner if required. The contract calls for the tunnel to be finished on July 1, 1871. If no accident happens, it will be done before that date.
The original estimate of the cost of the work is $427,000, but when damages, and all contingent expenses are paid, it will reach nearly, if not quite, $500,000. The contractors have received to date $196,467, so that they have a good round sum to earn yet.
Mr. William Bryerson is the engineer in charge on the part of the Board of Public Works, Mr. Chesborough, of course, being the chief. Both of these gentlemen are doing all they can to have the work done in the best manner, and so indeed are the contractors, Messrs. Moes, Chambers & McBean.
LaSalle Street Tunnel
Robinson Fire Map
1886
LaSalle Street Tunnel Cross Section
Harper’s Weekly, Saturday, 24 May 1890
LaSalle Street Tunnel Entrance
Harper’s Weekly, Saturday, 24 May 1890
LaSalle Street Tunnel
Originally built for pedestrian and horse-drawn traffic, on March 23, 1888 the North Chicago Street Railroad leased the tunnel, and it was used for cable car service until October 21, 1906.
LaSalle Street Tunnel
Left: Footpath Walkway
Right: Vehicle Passage
In the winter of 1872-1873, during a period of high unemployment, workers, who gathered to protest for poor relief and food, were forced into the LaSalle Street tunnel and beaten by police. This was known as the Bread Riot of 1872.
From Harper’s Weekly, the caption reads, “The frustrated raid of communists upon the Relief and Aid Society in Chicago.—From photographs by Copeland & Son and sketched by Joseph E. Beal.”
Industrial World and Iron Worker, July 29, 1886
La Salle Street Tunnel with Cable Cars
La Salle Street Tunnel Tubes
January 29, 1911
Inter Ocean, July 22, 1912
The new La Salle street tunnel, extending from Randolph street under the Chicago River to Michigan street (Hubbard today), was officially opened at 10 o’clock yesterday morning. After two test cars carrying officers of the Chicago Railways company had made the initial trip through the great concrete and steel bore. Clyborn and Wells-Lincoln cars were routed that way. Within a few days other lines also will be sent through the tunnel.
The first trip through the tunnel was made at 10 o’clock Saturday night, but the formal test and opening was yesterday. The cars were occupied by B. Phipps, general superintendent; William Fish, first vice president and general manager; J. H. Larkin, superintendent of inspectors; J. Z. Murphy, chief engineer; C. A. Caul, general road master; W. C. Pearce, superintendent of schedule, and M. H. McGovern, contractor.
Bore Cost $1,250,000.
The opening yesterday of the largest tunnel ever built in the city, at a cost of $1,250,000, comes after two years of tremendous labor. The construction of the huge bore was a revolution in the art of tunnel building in Chicago. Instead of employing the usual
and hogs, the main part of the tunnel, a steel jacket 278 feet in length, was built on Goose Island, on the North branch of the river, floated to La Salle street and sunk in the position where it now lies. The steel tube was then interlined with concrete and approaches were built of the same material. On either side of the yunnel there is a concrete wall eight feet i width, which prevents it from settling.
The bore as it now appears is now appears is not unlike that of a great double-barreled shotgun, a heavy concrete wall separating the two tracks. The length, including the subway, is 2,019.6 feet. The top of the tunnel is 27 feet from the surface of the water, while 18 feet is all that is needed for the passage of any of the large boats.
Pumped by Electricity.
In order to keep the bore free from water, a well forty feet in depth was drilled. An automatic electrical pump throws the water from this back into the river.
A semaphore, which will make the new project complete in every respect, will be established at the north end of the opening. This will be regulated from the south end, where a danger gong will inform the inspector of any trouble within or without. In a recess of the tunnel a telephone will be placed, so that at all times the inspectors at each end of the bore will know that everything is all right. In case of congestion the semaphore will stop cars from entering. All cars are expected to be 150 feet apart while in the tunnel.
Other Cars in Few Days.
R. Phillips, general superintendent, said yesterday:
- It will be a few days before other cars besides Clybourn and Wells-Lincoln will be routed through the tunnel. After that Clark street and other lines probably will be sent through. There is no accident that possibly could happen in the tunnel—the worst thing being the suspension power for some reason. In such a case the passengers would have to walk out. The motormen have instructions which will prevent any kind of an accident. All lights are thrown on when a car goes in, and the slack in the hand brake is taken up so that the car can be stopped quickly in case the air brakes fail.
The route of the cars going through the tunnel will be around the north loop as in the past.
All day yesterday officials of the company stood about the mouths of the tunnel telling bystanders about it and making frequent trips through it.
It is well lighted and fresh and clean with whitewash.
Chicago Tribune, November 26, 1939
Plan to Close La Salle Tunnel Gets Court O.K.
Federal Judge James H. Wilkerson yesterday authorized receivers for the Chicago Surface lines to make a contract with the city whereby the La Salle street tunnel for street cars will be closed during the construction of the Dearborn street subway. The Dearborn subway turns west at Lake street and crosses La Salle. The Healy Subway Construction company plans to begin work on the subway section next week.
Chicago Tribune, November 13, 1952
The north portal of the La Salle st. tunnel under the Chicago river is to be removed as a traffic hazzard, Virgil E. Gunlock, commissioner of public works, said yesterday. The tube was blocked blocked off underground with the construction of the subway—the Dearborn-Milwaukee-Logan Square route—but the walled entrance remained as an eyesore and a menace to the heavy traffic in La Salle near Kinzie st. The removal of the portal from N. La Salle st. will erase the last visible evidence of a tunnel built by the city in 1869-’70-’71 for street cars. The south portal, formerly just north of Randolph st., has been closed and paved over.
Two Tunnels Left.
There will remain two street car tunnels under the river, under the south branch of the river just west of the Loop. The Washington st. tube is used by Madison street cars. The original tunnel here was built in 1867 and incidentally saved lives of persons fleeing the great fire of ’71 after bridges had burned. A tunnel near Van Buren st., in 1894, is not in regular service.
Gunlock said:
- Eventually these two west side tunnels might be employed in a plan for bus tunnels under the Loop to an underground Grant park. The Washington tunnel, in the meantime, is serving a useful purpose because Madison street cars on an alternate route would be making two left turns in the Loop. The Van Buren tunnel is not in the street right of way so it doesn’t have to justify a dormant existence. It’s not bothering anybody.
Alderman Suggests Change.
Ald. Thomas E. Keane (31st), chairman of the council traffic committee, agreed with this outlook but emphasized, in an interview, that the east portals of the Washington st. tunnel should be changed to ease a bottleneck on the thoroughfare,
Keane said:
- There’s room for two lanes of traffic on both sides of the tunnel mouth, if everyone is a good driver, but not everyone is a good driver. A widening of the roadways would make it easier.
Looking south from Hubbard st. into entrance of river tunnel built more than 80 years ago for street cars. Long an eyesore and menace to traffic in La Salle st., the tunnel will be paved over by city. South end of tunnel was closed during construction of Dearborn-Logan Square subway.
La Salle Street Tunnel
South of the Chicago River
Sanborn Fire Insurance Map
1906
La Salle Street Tunnel
North of the Chicago Ruver
Sanborn Fire Insurance Map
1906