purchase bond
by wallyg

Woodall Rodgers
purchase bond
Image by jczart
Woodall Rodgers freeway was an important part of the Dallas city plan, and its purpose was to close the freeway loop around downtown and take pressure off of the busy I-30/35E interchange. Orginally known as the Cochran-Munger freeway, the road was renamed after former 4-time mayor J. Woodall Rodgers in October, 1960.

The city agreed in 1958 to design the project and began immediately. The fact that the city designed the project meant that the state DOT had to approve it. The arrangement said that as long as Dallas would buy the land, the state would build it. As the city bought land from Central westwards toward McKinney it paid out millions of dollars – but in 1967 the money ran out. The city decided to ask the county for the rest of the money, million, and a great feud ensued. Eventually the land was purchased with a bond issue, but not before revealing divisions between city and county government that would not be resolved for decades.

TxDot sent every freeway design back to the city until 1962 when it accepted one as adequate. By then the city had gone way over budget redesigning the freeway numerous times. The 1963 conceptual plan called for a mostly below-grade freeway that would disrupt downtown and the visuals therein as little as possible. As TxDot drew up designs for the first phase of the project – the Central/Rodgers interchange – they found that the below ground option would be extremely expensive, so they changed it to an elevated structure. This went back and forth until 1968′s traffic study, which again called for a below-grade freeway. Plans were finalized in 1971 – it took 13 years just to plan Woodall Rodgers. The compromise was a sunken freeway in the middle with an elevated interchange at Central.

During this time, the city had been buying up right of way for the project. Land was cleared and frontage roads were constructed. Buildings and trees were cleared, leaving a wide swath of nothing near downtown for over a decade. It became an acute embarrassment to the city and civic leaders during the 70s as Dallas – the city that could – couldn’t. The comedy of errors continued when the Federal Highway Administration jumped in with new environmental and design standards, and new plans had to be drawn up. In May 1976 all parties agreed to the project design, finally. Construction costs during this 18 year period grew from million to almost million.

Construction on the Stemmons/Rodgers interchange began in March, 1979. The first segment stretched from Stemmons eastward to Field Street. The second phase constructed the freeway between field and Central, and that got started in August of 1979. The entire freeway was open in May 1983. Today much of the road is below-grade with interchanges at either end elevated. Currently plans call for the freeway to be extended westward over the Trinity River on the Margaret Hunt Hill bridge. Plans are also underway to place a park on a deck over the central below-grade freeway portion.

The image above is a newspaper scan from 1968, it was accompanied by a scathing editorial.

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Filed under: Bonds Investment

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