Austin is currently undergoing significant infrastructure changes aimed at reshaping its downtown and improving transportation. The Texas Department of Transportation (TxDOT) and the City of Austin are leading efforts to transform how people travel through neighborhoods historically divided by Interstate 35.
Paco Guerrero, P.E., Vice President at Pape-Dawson, highlighted the scale of these projects: “Austin is undergoing a major facelift, with five large-scale infrastructure improvements.” Two projects—expansions at Austin-Bergstrom International Airport and Walnut Creek Wastewater Treatment Plant—increase regional capacity but do not directly affect I-35. Three other initiatives are focused on downtown: the I-35 Capital Express Central project, redevelopment of the Austin Convention Center, and Project Connect.
The I-35 Capital Express Central project involves lowering sections of the freeway by about 50 feet and adding new east–west vehicle and pedestrian connections. This aims to remove barriers between neighborhoods. The convention center will be modernized and expanded to better connect with surrounding districts and support tourism. Project Connect introduces new light rail and commuter rail options for sustainable mobility.
Stacey Gould, P.E., Practice Leader at Pape-Dawson, explained that community input was central to these plans: “They want it to feel like one city from one side to the other, and the depressed main lanes, Cap and Stitch connectivity, and vehicular bridges at grade across the highway will promote that feeling.”
Much of this work happens underground as engineers relocate water and wastewater utilities under I-35. Guerrero described their approach: “Our role is to find a place for all the water and wastewater utilities that crisscross I-35.” Coordinating utility work among overlapping projects means less disruption. As Guerrero put it: “To shut down a large transmission main line only once, rather than three times, will save Austin a lot of headaches, time, and money.”
Lowering I-35 has required new strategies for managing gravity-based wastewater systems. Gould noted: “That was a problem for wastewater… We needed to find new places to tie those lines to outside the I-35 corridor.” Some relocations have extended into city streets beyond TxDOT’s right-of-way—a unique aspect funded by TxDOT based on schematic design.
Austin’s experience draws lessons from similar urban projects elsewhere in Texas. Financial commitment early in design phases can lead to cost savings later during construction. Guerrero said: “That hasn’t been a problem here… but the money you spend in the design phase can multiply in savings later during construction.” Gould added that delays or changes in roadway design affect related drainage or utility designs.
Guerrero also emphasized accurate information gathering before construction begins: “Luckily, Austin has a robust GIS system with lots of information, and TxDOT has done an excellent job of gathering Surface Utility Engineering (SUE), geotechnical, and survey data along the corridor.”
Residents should expect ongoing traffic disruptions as these multi-year projects proceed. Despite short-term inconvenience from lane closures or detours, city leaders say these efforts will reconnect downtown neighborhoods while supporting economic growth for future generations.
