Austin is undergoing a major overhaul of its downtown infrastructure, with several large-scale projects aimed at improving transportation and reconnecting neighborhoods long separated by Interstate 35 (I-35). The Texas Department of Transportation (TxDOT) and the City of Austin are leading efforts to reshape how people move through central parts of the city.
Paco Guerrero, P.E., Vice President at engineering firm Pape-Dawson, said, “Austin is undergoing a major facelift, with five large-scale infrastructure improvements.” While expansions to the Austin-Bergstrom International Airport and Walnut Creek Wastewater Treatment Plant increase regional capacity, three projects focus on downtown: the I-35 Capital Express Central project, the redevelopment of the Austin Convention Center, and Project Connect.
The I-35 Capital Express Central project will lower sections of the freeway by about 50 feet. This change aims to add new east–west vehicle and pedestrian connections, removing barriers between neighborhoods. The Austin Convention Center will be modernized and expanded to better integrate with nearby districts and support tourism. Project Connect will introduce new light rail and commuter rail lines to encourage sustainable transportation options.
Stacey Gould, P.E., Practice Leader at Pape-Dawson, emphasized community input in 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 the work is taking place underground. Guerrero explained that utility planning for overlapping downtown projects needed coordination: “Our role is to find a place for all the water and wastewater utilities that crisscross I-35.” Coordinating relocations helps minimize disruptions. “To shut down a large transmission main line only once, rather than three times, will save Austin a lot of headaches, time, and money,” he said.
Lowering I-35 required rethinking wastewater flows since gravity systems depend on consistent slopes. Gould noted engineers had to find new tie-in points outside the corridor: “That was a problem for wastewater, which is a gravity system. We needed to find new places to tie those lines to outside the I-35 corridor, inside the City of Austin right of way.” In some cases, utility relocations extend beyond TxDOT’s right-of-way into city streets—a first for this kind of project—funded as part of TxDOT’s plan. “It’s a unique part of the project that came from our schematic design,” Gould added.
The approach draws on lessons from cities like Dallas where similar projects have reconnected urban areas. Guerrero highlighted that early financial commitment is key: “That hasn’t been a problem here, since it’s been a TxDOT priority, but the money you spend in the design phase can multiply in savings later during construction.” He also pointed out that this stretch of I-35 has not seen significant changes since the 1950s.
Accurate information has been essential for minimizing surprises during construction. Guerrero said: “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 work continues over several years. However, these delays are part of broader efforts to modernize infrastructure for future growth.
