Chicago Pedway: A History of the City's Underground Network
Beneath the bustling streets of downtown Chicago lies a sophisticated system of tunnels known as the Pedway. Designed to facilitate pedestrian movement away from surface traffic and harsh weather, this network connects transit hubs, office towers, and hotels, creating a subterranean city within the Loop and surrounding business districts.
The Origins of the Underground Network
The earliest segments of the Pedway were not built as a standalone walkway system but as integral parts of the city's transit infrastructure. The oldest corridors are located between State and Dearborn Streets, serving as links between the Chicago Transit Authority (CTA) State Street Subway and the Milwaukee–Dearborn Subway stations. These connections serve the modern-day Red and Blue Lines at Jackson, Lake, and Washington Streets.
While World War II rationing delayed the full completion of the Milwaukee–Dearborn Subway, two critical mezzanine connector tunnels opened in 1943. These tunnels provided the first vital links between the State Street Subway and the sidewalks of Dearborn Street.
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Expansion and Urban Planning
Formal construction of the Pedway as a dedicated pedestrian system began in 1951. Its growth was further accelerated by strategic urban development initiatives, most notably the 1968 Transit Planning Study: Chicago Central Area and the 1973 Chicago 21 Plan, both of which prioritized the expansion of the underground network.
The system eventually split into two primary sections. The main network centers around the Loop, while a smaller, more ornate eastern section connects high-profile destinations including the Illinois Center buildings, the Hyatt Regency, the Fairmont Hotel, the Swissôtel, and the Aqua building.
For years, these two sections were indirectly linked via the Metra Electric District rail platforms. However, in November 2003, the Regional Transportation Authority removed the turnstiles, effectively uniting the two large pedway sections into a more seamless network.
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Changes in Access and Modern Revitalization
The Pedway has evolved over time, with some sections expanding and others contracting. For instance, the southern reach of the main network was reduced when the second-floor passage across Madison Street—which linked Three First National Plaza with Bank One Plaza (now known as Chase Tower)—was removed due to restricted public access to upper levels. While tunnels between Chase Tower and Two First National Plaza still exist, they are closed to the general public.
Despite these closures, Chase Tower maintains public access during workday hours via its connection to the Blue Line subway and the restaurant structure in the south-west corner of Exelon Plaza.
In recent years, there has been a push to transform the Pedway into a cultural space. In December 2013, a collaboration with the Smith Museum of Stained Glass Windows resulted in the installation of 22 stained glass panels opposite the Macy's food court. Furthermore, the Environmental Law and Policy Center has proposed adding a public library and additional art exhibits to revitalize the corridors.
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Disconnected Pedway Segments
While the main network is extensive, several smaller, isolated pedways exist throughout the central business district. These independent tunnels include:
- The passage below Quincy Street and the Dirksen Federal Courthouse, connecting the Jackson Street stations of the Red and Blue Lines.
- The tunnels within and between the Ogilvie Transportation Center and 2 North Riverside Plaza.
- The connections between the Merchandise Mart and the Apparel Center.
- The passageways located under Chase Tower's Exelon Plaza.
Key Facts
- Earliest Sections: Opened in 1943 as mezzanine connectors between State and Dearborn Streets.
- Formal Start: Dedicated Pedway construction began in 1951.
- Major Planning Drivers: The 1968 Transit Planning Study and the 1973 Chicago 21 Plan.
- Network Integration: The main Loop network and the eastern section were united in November 2003.
- Artistic Additions: 22 stained glass panels were installed in December 2013.
| Section/Feature | Key Connections | Status/Note |
|---|---|---|
| Main Loop Network | Red Line & Blue Line Subways | Primary public artery |
| Eastern Section | Hyatt Regency, Fairmont, Swissôtel, Aqua | Connected via Metra platforms |
| Chase Tower | Blue Line & Exelon Plaza | Public access during work hours |
| Isolated Tunnels | Merchandise Mart, Ogilvie Center | Not connected to main network |
Frequently Asked Questions
When did the Chicago Pedway first begin?
The earliest parts of the system opened in 1943 as connector tunnels between the State Street and Milwaukee–Dearborn subways, though formal construction of the Pedway proper started in 1951.
Are all the tunnels in downtown Chicago connected?
No. While there is a main network, several smaller pedways—such as those at the Merchandise Mart and Ogilvie Transportation Center—remain disconnected from the primary system.
How are the Loop and Eastern sections of the Pedway linked?
They are linked via the Metra Electric District rail platforms, which became a seamless connection after turnstiles were removed in November 2003.
Is the Pedway used for more than just walking?
Yes, it has become a site for public art, including 22 stained glass panels installed in 2013, with plans for a public library and further exhibits to revitalize the space.
Can the public still access the tunnels at Chase Tower?
Public access to Chase Tower is permitted during workday hours via the Blue Line subway and the restaurant structure in Exelon Plaza, though some other tunnels in the area are closed to the public.