Downtown Tunnel (St. Louis)
| Industry | Railroad transportation |
|---|---|
| Founded | 1874 |
| Founder | James B. Eads (engineer) |
| Fate | Acquired by St. Louis Bridge Company in 1878; later ownership transferred to Terminal Railroad Association of St. Louis |
| Headquarters | St. Louis , United States |
The Downtown Tunnel, also referred to as the St. Louis Freight Tunnel, is a notable railroad passage located beneath Washington Avenue and Eighth Street in the heart of St. Louis. Finished in 1874, this tunnel served as a crucial link for freight and passenger trains traveling between the Eads Bridge and the rail yards situated in Mill Creek Valley, effectively avoiding the heavily trafficked downtown streets. After its closure in 1974, the tunnel remained dormant until it underwent restoration in 1993 to support MetroLink, the light rail network serving Greater St. Louis.
History
Originally, city officials preferred constructing a wagon bridge into downtown St. Louis; however, economic realities necessitated a railroad bridge instead. Due to the lack of available space on downtown streets for rail lines, authorization was granted to build a tunnel connecting the Eads Bridge with the Missouri Pacific Railroad heading southward and later extending to Union Station.
James B. Eads, the engineer behind the Eads Bridge, designed a cut-and-cover tunnel measuring 3,000 feet in length and positioned 30 feet below street level. The construction process encountered several obstacles, such as modifications to the original design, rising land acquisition and labor expenses, along with contract renegotiations that increased costs by nearly half. The tunnel's completion date was June 24, 1874, just days before the bridge officially opened on July 4.
Initially underused, the tunnel was transferred to the St. Louis Tunnel Railroad Company under the leadership of William Taussig. In 1875, Taussig managed the opening of the first Union Depot adjacent to the tunnel’s entrance. Since many railroads lacked operating licenses within Missouri, financial difficulties led to company default and federal receivership overseen by J.P. Morgan and Solon Humphreys. By 1878, the St. Louis Bridge Company acquired both bridge and tunnel from bankruptcy for $2 million—approximately one-third of their original cost—and ownership was passed in 1880 to entities controlled by Jay Gould.
By 1882, roughly 272 trains traversed the tunnel daily. The use of steam locomotives fueled by soft bituminous coal generated significant smoke accumulation. Attempts to switch to coke-fired engines did not alleviate these conditions. Initially equipped with four ventilation shafts, these proved inadequate for handling traffic volumes. Under General Manager Taussig’s direction, engineer C. Shaler Smith introduced mechanical ventilation through a 130-foot tall circular shaft housing a 15-foot diameter fan powered by a 192-horsepower engine. This fan operated continuously, allowing closure of older ventilation shafts. The engineering team worked from a building constructed around this shaft near St. Charles Street; this structure has since been demolished.
In 1889, Jay Gould played a key role in founding the Terminal Railroad Association of St. Louis (TRRA), which assumed control over both bridge and tunnel assets. Gould’s involvement also facilitated construction of St. Louis Union Station in 1894. Due to increases in railroad car dimensions over time, the final train passed through the tunnel in 1974—a passenger service operated by Amtrak. Following this, freight and passenger rail traffic was redirected to the MacArthur and Merchants bridges.
MetroLink
Regional transit planners identified the Airport/Central Corridor as a priority for development in 1971. By 1987, light rail emerged as the favored transportation mode within a draft environmental impact statement. In 1989, an agreement between St. Louis city officials and the Terminal Railroad Association exchanged ownership of the MacArthur Bridge for that of the Eads Bridge to facilitate light rail use on downtown tracks utilizing existing infrastructure. Restoration work on the subway tunnel commenced in 1991 and culminated with its reopening in 1993. In July 1992, a collapse occurred within a 175-foot segment near what is now Convention Center station; fortunately, no injuries were reported.
In 2023, Metro Transit initiated an extensive system-wide renovation project expected to continue for up to three years. Initial efforts concentrated on upgrading the Downtown Tunnel along with three stations: 8th & Pine, Convention Center, and Laclede's Landing.
Architecture
Constructed using brick and stone, the tunnel's foundation is mainly composed of Aux Vases sandstone, while its upper portions consist of brick barrel vaults. The subway platforms conclude with brick archways that reflect the recurring arch design found throughout the MetroLink network.
Station listing
| Station | Location | Type | Points of interest |
|---|---|---|---|
| Laclede's Landing | 200 Washington Avenue | Elevated Disabled access | Gateway Arch National Park, Horseshoe St. Louis, Laclede's Landing |
| Convention Center | 600 North 6th Street | Underground Disabled access | 600 Washington, America's Center, The Dome at America's Center, Federal Reserve Bank of St. Louis, MX District, National Blues Museum, Washington Avenue Loft District |
| 8th & Pine | 323 North 8th Street | Underground Disabled access | Citygarden, Gateway Mall, Kiener Plaza, Old Post Office Plaza, United States Customhouse and Post Office |
| Stadium | 400 South 8th Street | Below-grade Disabled access | Ballpark Village, Busch Stadium, Cupples Station, Thomas F. Eagleton Federal Courthouse |
