I35 Caps
Posted: Fri Apr 04, 2025 12:23 pm
Colleagues,
Staff will be briefing us on the highway caps at our next work session. We are facing an extremely important decision: whether to fund the foundational roadway elements that would make highway caps on I-35 possible in the future or eliminate this opportunity for the next 50 years or more.
By capping as much of the highway as possible, we can begin to heal the scar I-35 tore through the heart of Austin. These caps would not only stitch our city back together, they would create new, valuable land in central Austin for parks, civic space, and future development. If we fail to fund the roadway elements now, those caps can never be built.
This is a once-in-a-generation opportunity to do something transformative for Austin’s future. We can’t squander it. That’s why we support funding the roadway elements for all potential caps south of the Red Line.
Other cities have already taken bold steps to reclaim their urban cores:
• Dallas capped a section of highway to create Klyde Warren Park, a vibrant green space that has spurred development and revitalization. Dallas is now expanding that cap and building another one over I-35E near the Dallas Zoo.
• Seattle has already buried the Alaskan Way Viaduct, removing a major highway barrier and reconnecting its downtown with the waterfront. The result is new public space, improved access, and a more vibrant urban experience.
• Boston completed its “Big Dig” in 2007, removing an elevated highway and creating more than 300 acres of open space while reconnecting its downtown and waterfront.
Austin can join these cities in creating something remarkable. We appreciate the staff analysis outlining the cost scenarios for different caps. But to make the best possible decision, we also need a clear picture of the potential benefits of capping.
These benefits are significant:
• Highway caps create usable land for parks, plazas, and development in central Austin, where land is scarce and expensive.
• They reduce noise, light, and air pollution for nearby neighborhoods.
• They can serve as a civic connector that promotes walkability, vibrancy, and long-term economic growth.
We have several questions for staff that would help us evaluate the full picture:
1. Regarding the northern cap between 38th Street and the CapMetro Red Line
• What are the assumptions behind the TIRZ analysis?
• Can we see scenarios with varying development assumptions, from more modest three to six story buildings to high-rise development of twenty stories or more?
• How would the addition of a Red Line station on the northern cap influence the analysis?
2. Economic Impacts and Regional Vision
• What is the comprehensive economic impact of all the proposed caps, including those the University of Texas plans to build?
• Taken together, these caps could form a linear park over I-35, similar to Boston’s Rose Kennedy Greenway. What long-term economic and quality-of-life benefits would this offer to Austin?
• Conversely, what are the projected outcomes for economic development and livability if we don’t pursue caps?
3. Lessons from Other Cities
• How have caps performed elsewhere in terms of costs versus returns?
• Which cities have seen the most success, and what made their projects effective?
• Are there standard metrics or benchmarks we can use to measure cap performance and outcomes?
4. Funding and Partnerships
• Given the scale of this project, what are potential funding sources beyond general obligation bonds?
• Are there federal or state grants, public-private partnerships, or philanthropic contributions that could help fund the construction phases?
We look forward to our discussion at the April 8 work session.
CM Jose Velasquez
CM Chito Vela
CM Ryan Alter
CM Zo Qadri
Staff will be briefing us on the highway caps at our next work session. We are facing an extremely important decision: whether to fund the foundational roadway elements that would make highway caps on I-35 possible in the future or eliminate this opportunity for the next 50 years or more.
By capping as much of the highway as possible, we can begin to heal the scar I-35 tore through the heart of Austin. These caps would not only stitch our city back together, they would create new, valuable land in central Austin for parks, civic space, and future development. If we fail to fund the roadway elements now, those caps can never be built.
This is a once-in-a-generation opportunity to do something transformative for Austin’s future. We can’t squander it. That’s why we support funding the roadway elements for all potential caps south of the Red Line.
Other cities have already taken bold steps to reclaim their urban cores:
• Dallas capped a section of highway to create Klyde Warren Park, a vibrant green space that has spurred development and revitalization. Dallas is now expanding that cap and building another one over I-35E near the Dallas Zoo.
• Seattle has already buried the Alaskan Way Viaduct, removing a major highway barrier and reconnecting its downtown with the waterfront. The result is new public space, improved access, and a more vibrant urban experience.
• Boston completed its “Big Dig” in 2007, removing an elevated highway and creating more than 300 acres of open space while reconnecting its downtown and waterfront.
Austin can join these cities in creating something remarkable. We appreciate the staff analysis outlining the cost scenarios for different caps. But to make the best possible decision, we also need a clear picture of the potential benefits of capping.
These benefits are significant:
• Highway caps create usable land for parks, plazas, and development in central Austin, where land is scarce and expensive.
• They reduce noise, light, and air pollution for nearby neighborhoods.
• They can serve as a civic connector that promotes walkability, vibrancy, and long-term economic growth.
We have several questions for staff that would help us evaluate the full picture:
1. Regarding the northern cap between 38th Street and the CapMetro Red Line
• What are the assumptions behind the TIRZ analysis?
• Can we see scenarios with varying development assumptions, from more modest three to six story buildings to high-rise development of twenty stories or more?
• How would the addition of a Red Line station on the northern cap influence the analysis?
2. Economic Impacts and Regional Vision
• What is the comprehensive economic impact of all the proposed caps, including those the University of Texas plans to build?
• Taken together, these caps could form a linear park over I-35, similar to Boston’s Rose Kennedy Greenway. What long-term economic and quality-of-life benefits would this offer to Austin?
• Conversely, what are the projected outcomes for economic development and livability if we don’t pursue caps?
3. Lessons from Other Cities
• How have caps performed elsewhere in terms of costs versus returns?
• Which cities have seen the most success, and what made their projects effective?
• Are there standard metrics or benchmarks we can use to measure cap performance and outcomes?
4. Funding and Partnerships
• Given the scale of this project, what are potential funding sources beyond general obligation bonds?
• Are there federal or state grants, public-private partnerships, or philanthropic contributions that could help fund the construction phases?
We look forward to our discussion at the April 8 work session.
CM Jose Velasquez
CM Chito Vela
CM Ryan Alter
CM Zo Qadri