USA > Illinois > Cook County > Chicago > Discovery and conquests of the Northwest, with the history of Chicago, Vol. II > Part 4
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From between these a two-inch gas pipe waslowered until it rested on the surface of the earth, the top be- ing two or three feet above the surface of the water. Down this tube an augur was passed, both being capable of being lengthened by screwing additional parts to each. At three-quarters of a mile from the shore, the water being twenty feet deep, there was found a four-inch covering of sand and thirty feet of blue clay. One and three-quarter miles out, the water being thirty-one feet deep, the same substratum was discovered. Two miles and a quarter due east
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42
Water Supply of Chicago.
of the Water Works, near the sight of the crib as at present located, the water, being thirty feet deep, was clear and cool. The earth was penetrated to the de- pth of thirty feet. Here was found a covering of sand and soft mashy clay, with a clay becoming more hard and compact as it was more deeply penetrated. On June 16th, of the same year, temperature of the water began to be tested. Its clearness was apparent, a small object was visible at a distance of eighteen feet, the water being thirty-six feet deep. On the surface the thermometer showed, at three o'clock of the 16th day of June, sixty degrees, and at the bottom fifty-one and a half degrees. These experiments continued to be carried on with the like result of exhibiting clay sub- stratum, the approach to the shore, however, show- ing a deeper alluvial deposite, composed mainly of sand.
After a careful discussion of the various methods which had been submitted, of securing the city a sup- ply of pure water, the Board of Public Works decided, early in 1863, to adopt the plan of carrying a tunnel out under the lake. The necessary drawings and specifi- cations were at once made, and advertisements were issued inviting proposals for the doing of the work. Bids were opened on the 9th of September, 1863, most of the parties submitting proposals being present at the opening. The bids, seven in number, ranged from $239,548 to $1,056,000, as follows: James Andrews, Pittsburgh, Pa, $239,548; Dull & Gowan, Harris- burgh, Pa, $315,139; Walker, Wood & Robinson, New York, $315,000; Williams, McBean, Brown & Neilson, Chicago, $490,000; Hervey Nash, $40 per lineal foot; D. L. DeGolyer, Chicago, $620,000; William Baldwin, New York, $1,056,000.
The great disparity in bids arose from the differance oi opinion which existed as to the character of the soil, some of the contractors thinking they would meet with sand and gravel in the course of the excavation,
43
Water Supply of Chicago.
while others, expecting that the soil would be uniform- ly of clay, made reservations, throwing the responsi- bility of meeting with another kind of soil upon the city. Messrs. Dull & Gowan, were the only contractors who made an unqualified bid, takingupon themselves all risks, and the contract was awarded to them. The Common Council granted authority for that purpose on the 5th of October, and ordered the issue of the necessary bonds. The time originally fixed for the completion of the work was November, 1865.
The point selected by the Board of Public Worksfor the commencement of the work was the lot occupied by the Pumping Works, at the east end of Chicago ave- nue, on the lake shore. It was originally proposed to sink one land and two to four lake shafts at inter- mediate points between the east and west end of the tunnel, the lake shafts to consist of cast-iron cylinders protected by hollow, pentagonal cribs. This propo- sal was based on the supposition that that number might be reqired to complete the tunnel in two years.
It was subsequently found that the lake shafts could be omitted, and this part of the plan was aban- doned. The first ground was broken on St. Patrick's Day, March 17th, 1864, being two months after the time originally set, on account of the delay of the cyl- inders for the shore shaft, which were cast at Pitts- burgh. The inauguration ceremonies were of an inter- esting character, and were witnessed by about a hun- dred gentlemen, among whom were Mayor Sherman, Messrs. Letz and Rose, of the Board of Public Works; Mr. S. S. Hayes, the City Comptroller; Mr. E. S. Ches- brough, U. P. Harris, and majority of the members of the Common Council. The Mayor made a few re- marks appropriate to the occasion, and then they took pick and broke the ground amid the cheers of the company. Each of the gentlemen then took a shovelful of earth and placed it in a wheelbarrow, which was taken outside by Mr. Gowan.
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44
Water Supply of Chicago
After breaking ground the shore shaft was sunk on the site of the present pumping works. It was origin- ally intended to construct the shaft wholly of brick, running it down from the surface of the ground to a depth of fifteen feet below the level of the lake, but the fact that a shifting quicksand had to be passed through compelled them to abandon that plan of op- eration. The contract was deviated from, and the contractors were autherized to run down an iron cyl- inder of the same dimensions as the center of the crib, as far as the bottom of the sand bed, about twenty- six feet. This cylinder is nine feet in diameter, inside, and two and a quarter inches thick. It was put down in four sections of about nine feet in length.
From the shore shaft the tunnel extends two miles out in a straight line at right angles with the shore, pointing about two points to the north of east. The clear width of the tunnel is five feet, and the clear height, five feet and two inches, the top and bottom arches being semi-circles. It is lined with brick ma- sonry eight inches thick, in two rings or shells, the brick being laid lengthwise of the tunnel, with tooth- ing joints. The bottom of the inside surfaces of the bore at the east end is sixty-six feet below water level, or sixty-four feet below city datum, and has a gradual slope towards the shore of two feet per mile, falling four feet in the whole, to admit of it being thoroughly emptied in case of repairs, the water being shut off at the crib by means of a gate. The work has been laid in brick eight inches thick all around, well set in ce- ment. The lower half of the bore is constructed in such a manner that the bricks lie against the clay, while in the upper half the bricks are wedged in between the brick and the clay, thus preventing any danger which might result from the tremendous pressure which it was feared might burst in the tunnel.
The tunnel as now constructed will deliver, under a head of two feet, 19,000,000 gallons of water daily;
45
Water Supply of Chicago.
under a head of eight feet, 38,000,000 gallons daily, and under a head of eighteen feet, 57,000,000 gallons daily. The velocities for the above quantities will be one and four-tenths mile per hour, head being two feet; head being eight feet, the velocity will be two and three-tenths miles per hour, and the head being eighteen feet the velocity will be four and two-tenths miles per hour. By these means it will be competent to supply one million people with fifty seven gallons each per day, with a head of eighteen feet.
The excavations were commenced immediately af- ter the ground was broken. With regard to the char- acter of the work, the material met with in the pro- cess of excavation was stiff blue clay throughout, so that the anticipation of the contractors in this re- spect was fulfilled. The soil was found to be so uni- form that only one leakage of water through the tun- nel ever occured, and that only distilling through a crevace at the rate of a bucket full in five minutes. This occurred in September, 1865. The work-men left in dismay, but soon returned and repaired the crevice. From that time no accident of any ir por- tance occured to hinder the progress of the work, with the exception of one or two slightescapes of gas, which resulted in nothing more serious than the singe- ing of a workman's whiskers. Several stones, from the size of an egg upwards, were met with, but very few in comparison with the great mass of clay.
The only fault to be found with the clay was, that it contained too much calcareous matter to make good brick.
The contractors claimed to have lost money on the work. They had calculated on being able to make their own bricks on the ground, but for the reason above stated they were obliged to procure bricks else- where. They pleaded too, for increase of renumerati- on on the ground that they took the work when gold was at 125. They really signed the contract, how-
46
Water Supply of Chicago.
ever, when gold was 160. The matter was ultimately referred to the Committee on Finance, and upon their report being presented a lengthy argument was held on the legality of the appropriation, and the propriety of making it, the contract having been entered into by the city in good faith and the contractors being advised as to the price of gold. The bill for an appropriation passed, but was vetoed by the Mayor at the next coun- cil meeting, and was subsequently reconsidered by the council and laid on the table. The contractors were, however, at one time authorized to draw a larger per- centage upon their estimates than was provided for in the contract, amounting perhaps to about $25,000, and some $40,000 was allowed them in shape of extras for work not specified in the contract, whileno deduc- tions were made from the price originally agreed upon, for the omission of the intermediate cribs which were found to be unecessry.
On the 25th of July, 1865, the giant crib for the east end of the tunnel was launched, in the presence of Governor Oglesby and a large concourse of citizens, and after being towed out, in safty, two miles from the shore, was there sunk.
It is forty feet and half high, and built in pentagon- al form, in a circumscribing circle of ninety eight and a half feet in diameter. It is built of logs one foot square, and consists of three walls, at a distance of eleven feet from each other, leaving a central pentagonal space having an inscribed circle of twenty-five feet, within which is fixed the iron cylinder, nine feet in diameter, running from the water line to the tunnel, sixty-four feet below the surface and thirty-one feet below the bed of the lake at that point. The crib is thoroughly braced in every direction. It contains 750,000 feet of lumber, board measure, and 150 tons iron bolts.
It is filled with 4,500 tons of stone and weighs 5,700 tons. The crib stands twelve feet above the water line, giving a maximum area of 1,200 feet which
47
Water Supply of Chicago
can be exposed at one sweep to the action of the waves, reckoning the resestance as perpendecular.
The outside was thoroughly caulked, equal to a first class vessel, with three threads in each seam, the first and last being what is called "horsed." Over all these there is a layer of lagging to keep the caulking in place and protect the crib proper from the action of the waves. A covered platform or house was built over the crib, enabling the workmen to prosecute the work uniterrupted by rain or wind, and affording a protection for the earth brought up from theexcava- tion, and permitting it to be carried away by scows, whose return cargoes were brick for the lining of the tunnel. The top of the cylinder was subsequently covered with a grating to keep out floating logs, fish, etc. A sluice made in the side of the crib was opened to let in the water, and a lighthouse is intended to be built over all, serving the double purpose of guarding the crib from injury by vessels and of showing the way to the harbor of Chicago.
The first brick was laid at the crib end on the 22d of December, 1865, and on the last day of the year the workmen began to excavate from that end, at which time they had already 4,825 feet done from the shore. From that time the work progressed steadily and with few interruptions of any consequence. In the early part of November, 1866, when within a few feet of meeting, the workmen met for the first time with sand pockets, which caused leakage, and delayed the final blow till December 6th, when the last brick (which was a stone), was laid by Mayor J. B. Rice, in the presence of the Aldermen, city officials, and as many other prominent citizens as could be packed in- to the tunnel within hearing distance.
Still another delay was experienced in the construc- tion of the conduits to the new pumping works, and it was not until Monday, March 25th, 1867, that the water was let into the tunnel to flow through
48
Description of the New Lake Tunnel.
the water pipes and hydrants of the city. On that day the new water works were formally inaugurated by the laying of the corner stone of a new tower, sit- uated about half a block west of the old tower, and since completed to a total height of 130 feet, standing on a base of twenty-four feet square.
The total cost of this the first lake tunnel to the city, including extras, preliminary examination, sup- ervision, etc, was $437,845. The total water dept of the city was $2,483,000 in April, 1868.
DESCRIPTION OF THE NEW LAKE TUNNEL.
BY E. S. CHESBROUGH.
In consequence of the unprecedented growth of the city, and the more than corresponding increase in consumption of water, and the dread that existed even then of extensive conflagrations, thecity council directed the Board of Public Works, in 1869, to take immediate action in reference to the further wants of the city. The Board reported the result of their in- vestigations under date of October 15th, the same year; and recommended the construction of an addi- tional tunnel to start from the same crib as the old one, to run parallel with it to the old pumping works; thence under the city in a straight line to some point on the South Branch, not further east than Halsted St., nor further west than Ashland Ave .; the diameter of the tunnel to be seven feet, and its estimated capac- ity 100,000,000 U. S. gallons in twenty-four hours.
Owing to protracted discussion in the city council, and vetoes of the mayor, and a subsequentinjunction upon the proceedings of the Board of Public Works in relation to the letting of this work, its commence- ment was delayed until July 12th, 1872. The western end was fixed on the west side of Ashland Ave., just south of Blue Island Ave., where the pumping works
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49
Chicago Water Tunnels and Intake Cribs.
could be supplied with coal either by rail or by vessel.
In the construction of the new tunnel no serious difficulties were encountered except at two points- at the crib and near Polk St. Each of these took several months to overcome, the one at the crib at an entire cost of about $10,000 to the city, and the oneat Polk St. at a cost of about as much more, including dam- ages to property caused by the settling of ground above the tunnel.
The masonry in the tunnel was made about eleven inches thick. Its total length is six miles, and it is connected by a short cross or branch tunnel with the North Side pumping works, which immediately upon the completion of the new lake tunnel, received great relief, the water in the wells rising six or seven feet higher than it usually stood before.
The estimated combined capacity of the old and the new lake tunnels is 150,000,000 U. S. gallons daily.
The actual consumption of water has increased very greatly with the increased facilities for furnishing it, so that more pumping power is already demanded, and a new tunnel is considered a necessity in the not very distant future.
CHICAGO WATER TUNNELS and INTAKE CRIBS IN LAKE MICHIGAN.
Prior to 1867 the water supply for the pumping station at Chicago Avenue was taken from an inlet basin (constructed in 1854-5) on the shore line about 500 east of the centre line of the present Lincoln Park Boulevard (formerly Pine Street). On the 17th of March, 1864, work was commenced on the first water tunnel, which is 5 feet internal diameter and extends from a shore shaft located in the rear of the Chicago Avenue pumping station, east and slightly northly, two miles to the lake shaft in the two mile crib, the work being com- pleted and celebrated with appropriate public ceremonies on March 25th, 1867. The total cost of tunnel and crib was $457,844.95.
SECOND LAKE and FIRST LAND TUNNEL.
Work upon a new 7 foot diameter tunnel running parallel to the original 5 foot tunnel, from a shaft in the rear of the Chicago Avenue pumping station, to a new shaft in the two mile crib, was commenced on July 12th, 1872. Work on the shore section of the 7 foot tunnel connecting the above lake tunnel with the new pumping works on Ashland Avenue near 22nd Street was commenced in July, 1873. This land tunnel runs southwesterly from a shaft in the rear of the Chicago Avenue pumping station 3-92-100 miles to a shaft in front of the West Side pumping station on Ashland Avenue. The Lake section was com- pleted on July 7th, 1874, and the final connection on shore to lake section was made about February Ist, 1875, when the water was let in.
The lake section cost $411,510.16, the land extension $545,000.00. Total cost $956,510.16.
50
Chicago Water Tunnels and Intake Cribs.
FOUR MILE LAKE TUNNEL CRIB and LAND SYSTEM.
The Four mile crib is situated four miles off shore in Lake Michigan (from Peck Court). Tunnel commencing at shaft in Park Row and connecting with shaft in crib. Land tunnel has two sections, one starting at shaft in Park Row and connecting with shaft in Indiana Avenue in front of 14th Street pumping station. The other section extends northerly to Peck Court shaft, thence to shaft in Cen- tral pumping station. In Jefferson Street a by-pass is constructed from this tun- nel to the old 7 foot land tunnel.
The lake system consists of two 6 foot tunnels running from shaft in Park Row about 12,000 feet, connecting with 8 foot tunnel to shaft in four mile crib. Total length of lake and land tunnel is 5-314 miles. Total cost of construction of land and lake tunnel, by-pass, crib and breakwater is $1,526.143.68. Work commenced in 1887, completed in 1892.
NORTH SHORE INLET EXTENSION CONSTRUCTED DURING 1887-88.
North shore tunnel extends from shaft at North pumping Station and extends east to breakwater, Extension to North Shore Inlet from breakwater crib to shaft at two mile crib (off Chicago Avenue) was constructed from 1895-1896- 1897. Diameter of tunnel is 7 feet. Total cost of construction is $259,832.41,
LAKE VIEW TUNNEL AND CRIB.
Lake View crib is situated in Lake Michigan two miles off shore at the foot of Montrose Boulevard. Tunnel extends from shaft in pumping station to shaft in crib. Total cost of construction of tunnel and crib, is $530,097.63. Work commenced in 1890, completed in 1896. Tunnel diameter 6 feet.
HYDE PARK TUNNEL AND CRIB.
Hyde Park crib is situated in Lake Michigan about two miles off shore (at 68th street). A 7 foot tunnel connects crib with pumping station, also a five foot tunnel from station extends and connects with 7 foot tunnel about 5000 feet from shore, also a 6 foot tunnel to a submerged intake about 4500 feet from shore. Work was commenced in 1897. Total cost of tunnel and crib construct- ed is $727, 471.33.
NORTH EAST LAKE TUNNEL AND CRIB.
Crib is situated in Lake Michigan 2-1||2 miles off shore at foot of Oak Street. Lake tunnel connects with shaft in Crib from shaft at shore in Oak Street. Tun- nel is 10 feet in diameter.
SECTION No. 1-Land tunnel commenced at shaft ft. ofOak Street, thence in a southwesterly direction to Green Street and Grand Avenue, connecting with shaft in Green Street-diameter 10 feet.
WATER TOWER CHICAGO AVENUE 1853
SECTION No. 2-Commences at Green Street and Grand Avenue and extends in a southwesterly direction and connects with shaft in pumping station at Central Park Avenue and Filmore street. Diameter 8 feet. SECTION No. 3-Commences at Green street and Grand avenue and extends in northwesterly direction to shaft in pumping station at Spring- field avenue and Bloomingdale Road Diameter 8 feet. Total distance of land and lake tunnel 12 1-4 miles. Cost of tunnel and crib construction, including pumping stations and ma- chinery, is $4,000,000.00.
The northeast lake tunnel was commenced in 1896 and completed in 1899. Sections 1, 2, 3 of land tunnel system commenced in 1895 and completed in 1900.
Above furnished by John H. Spengler, Assistant City Engineer, Chicago.
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52
Horse-Railroads of Chicago.
HORSE-RAILROADS OF CHICAGO.
BY AUGUSTINE W. WRIGHT.
August 16, 1858, an ordinance passed the Common Council of Chicago, granting permission to Henry Fuller, Franklin Parmlee and Liberty Bigelow, with such other persons as might thereafter become asso- ciated with them, to lay a single or double track with turnouts, side-tracks and switches, to be operated by horse-power, along the following streets, provided said tracks should not be laid within twelve feet of the sidewalk, except on curves. On Statestreet, from Lake to the then city limits; Ringgold place, State to Cottage Grove avenue; on the latter to the then city Imits; Archer road from State to then city limits: Madison from State to the then city limits. These privileges were to be forfeited unless the construction of one of said railroads should be commenced before November 1, 1858. This company wasincorporated under the title of the Chicago City Railway, and the act approved Feb. 4, 1859. Work was begun within the time specified on State street, and ground broken by Henry Fuller, in front of Garrett Block, near Ran- dolph, with appropriate ceremonies. The first spike was driven by Gov. Bross, thus inaugurating our horse railway system.
By May 1, 1859, a single track was completed from Madison to Twenty-second street, on State, and two horse-cars were run every twelve minutes. In the summer of 1859, the track was extended on Twenty- second and Cottage Grove avenue to Thirty-first,and just before the United States Fair opened in the fall of 1859, cars were run every six minutes, as far as Twenty-second street.
During this time the track on Madison street was laid to "Bulls Head"-Ogden avenue.
At the same time like privileges were granted W. B.
53
Horse-Railroads of Chicago.
Ogden, John B. Turner, Charles V. Dyer, James H. Rees and Volentine C. Turner, by the name of the North Chicago City Railway for the North Division. The company was authorized to lay a single or doub- le track, commencing at the intersection of Clark and North Water, thence north on Clark to Green Bay Road, along latter to present or future city limits; on Division from Clark to Clybourne avenue, on lat- ter to Racine road, thence on the same line to north- ern city limits; on Michigan from Clark to Rush, on Rush to Chicago avenue, thence on Green Bay road to Wolcott, thence to Elm, west on Elm to Clark; also on Wells from North Water to Division, on latter to Sedgwick, north on Sedgwick to Green Bay road; al- so on Chicago avenue from Rush to River. This company commenced running its cars in August, 1859, on Clark between North Water and Fullerton avenue, and on Chicago avenue between Clark and North Branch of the river. At that time Clark street was planked, and the first track was laid by spiking a "center bearing" rail directly upon the street planks, and putting an additional thickness of plank in the horse path.
The track was laid double to Division street and a single track of "T" rail extended from the latter point to Fullerton avenue. The first car was purchased from Eaton, Gilbert & Co., of Troy, N. Y.
May 23, 1859, the Common Council passed an or- dinance authorizing the Chicago City Railway Com- pany to extend its tracks as follows: On Lake from Market to western city limits; on Randolph from State to Lake, at Union Park; on Desplaines from Lake to Milwaukee avenue, and along latter to pres- ent or future city limits; on Canal from Lake to Polk; on Harrison from Canal to Southwestern plank road; on Market from Lake to Madison; on Wells from Ran- dolph to Polk, and on Polk to Canal, south on Canal to Chicago, Burlington & Quincy Railroad; on Clark
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Horse-Railroads of Chicago.
from Randolph to Polk, west on Polk to Wells; on Van Buren from State to Southwestern Plank Road; on Harrison street from Canal toBlue Island avenue, and along latter to intersection with Cottage Grove. Randolph street track had to be completed within three months from State to Union Park, Lake street same time, South Wells to Polk, and Van Buren street line in eighteen months, Canal and Blue Island with- in one year. Others as soon as practicable, unless or- dered to be done sooner by the Common Council. February 21, 1861, E. P. Ward, William K McAllister, Samuel B. Walker, James L. Wilson, Charles B. Brown, Nathaniel P. Wilder, and their successors, were incor- porated as the Chicago West Division Railway. Com- pany, and authorized "to acquire, unite and exercise any of the powers, franchises, privileges or immuni- ties conferred upon the Chicago City Railway Compa- ny upon such terms and conditions as might by con- tract between the said railway corporations be pre- scribed."
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