Interstate 35W through Fort Worth

Also see: Fort Worth historic photos

IH-35W was one of Fort Worth's first freeways, with the south section completed in the early or mid 1950's. The south section has been reconstructed and expanded. The north section, completed in the early to late 1960's, in still in it's originally constructed configuration, except for a small segment north to IH-820.

IH-35W featured the first four-level stack in Texas at its interchange with today's IH-30 (then the Dallas-Fort Worth Turnpike). The stack was completed around March 1958. At the time it was called both the "Pretzel" and the "Mixmaster". The term "Mixmaster" is now used exclusively. An excerpt from an article in Texas Highways Magazine is quoted below. This stack was replaced by the new IH-35W/IH-30 interchange, which will be completed in late 2001 or early 2002. The original stack has been demolished. So, the four-level interchange at US 59 south (Southwest Freeway) and the West Loop (IH-610) in Houston is now the oldest 4-level stack in Texas, having been completed in 1962.

As for the future, the North Central Texas Council of Governments (NCTCOG) lists IH-35W north from downtown to Denton and IH-35W south of IH-20 as "Improve Existing Facility." However, TxDOT's 2002 Unified Transportation Planning document, which lists projects for the next 10 years, does not include any project listings for IH-35W. So, any improvements to IH-35W are at least 5 years in the future, and probably more than 10 years in the future. However, the prairies north of Fort Worth are prime for urbanization, and if development proceeds quickly, improvements to IH-35W north will probably be accelerated.

Freeway History

The Original "Pretzel"

Its fame, however, comes from another cause. This is the first four-level interchange to appear on Texas highways. On this interchange, four roadways, at four levels, though not vertically directly above each other, at one point are within a 40-foot radius.

Designed prior to the establishment of current interstate standards, this interchange was originally (1945-1947) planned as a cloverleaf with flattened loops in the two south quadrants. Right-of-way requirements were set up accordingly. Later traffic estimates in 1952 indicated the need for a direct-connection type of interchange which would handle more traffic than a cloverleaf with greater safety and convenience. The present interchange design came about as a result of the necessity for constructing the direct-connection interchange on the available right-of-way. This required the stacking of roadways, and comparatively steep grades and sharp curves on the ramps. Acquiring more right-of-way was restricted by the railroad tracks to the south and west, and a government housing project on the northwest.

Despite all complications, the interchange substantially meets Interstate standards. Through lanes have a design speed of 50 miles per hour, and ramps 30 miles per hour. Maximum grade on Interstate 20 is 1.4 percent. On Interstate 35W, through lanes have a maximum grade of 5 percent - this is for less than 100 feet. Ramps have a maximum grade of 7.5 percent.

Work on this highway interchange began April 27, 1956, and is scheduled for completion this month (March 1958). The contractor is Austin Bridge Company and Worth Contruction Company. Contract cost, not including engineering and contingencies is $1,220,000. At present, two ramp connections are open, tying the South Freeway (Interstate 35W) with the turnpike.