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San Antonio Freeway System
Freeway System History

This page last updated March 14, 2018


Below is the best history of the San Antonio area freeway system that I can assemble. The information on this page was compiled from a wide variety of sources including old city maps, newspaper articles, and an array of highway plans and documents. Many thanks to the San Antonio Central Library Texana section and the San Antonio district office of TxDOT for their assistance in locating those materials.

This page covers the history of the expansion of the overall system but not capacity expansions on individual freeways. Details of those capacity and reconstruction projects are available on the individual freeway pages elsewhere on this site.


The convergence of US and state highways in downtown San Antonio and the dramatic growth of automobile traffic in the 1930s caused severe congestion in the central city. To address this growing problem, officials began planning a series of "interregional highways" in the late '30s to carry through traffic around downtown. However, the outbreak of World War II delayed this initiative. After the war ended in 1945, the effort resumed with a meeting of civic and business leaders in late 1946 where "the development of an interregional highway system in the San Antonio area" to help relieve increasing congestion on downtown streets was discussed. The manifestation of that was a 20-year master plan to ensure that San Antonio was at or near the front of the line to receive post-war state and federal funding to build an expressway system. City maps from as early as the mid-1940s show a three-legged "Interstate Highways and Expressways for post-war construction" that is today's "Downtown Y" of Interstates 10 and 35. In plans and news reports, the routes were interchangeably referred to as expressways; urban expressways; freeways; or interregional, intrastate, or interstate highways.

That first master plan and resulting civic and political support helped San Antonio and Bexar County obtain voter approval for numerous bonds over the years to purchase right-of-way for the future expressways. It was this local cost-sharing that allowed San Antonio to leverage copious state and federal funds that propelled the construction of local expressways and landed San Antonio one of the Texas Highway Department's four Urban Expressways divisions (the others being Houston, Dallas, and Ft. Worth). As a result, by 1965, Bexar County had nearly 180 miles of Interstates and expressways, a "metropolitan highway complex that...ranks second only to Los Angeles" according to a San Antonio Express and News report from 1966.

Over the years, numerous freeway proposals were put forward. Not all of them were implemented and a couple died due to public opposition, but most were eventually built in one form or another, leading to the comprehensive system that is in place today. 

Below are maps and descriptions of the system (both completed and proposed) at various points during the last 70 years. The years chosen were those for which I could find definitive information or were benchmark years in the development of the system. Between those dates, short-lived variations to specific proposals may have been proposed but were not substantially different enough to warrant inclusion here.

In some cases, I found conflicting or incomplete information, so I had to extrapolate or infer the status of particular segments at certain times based on earlier and/or subsequent reports. This may result in some minor inconsistencies.

Early freeways here replaced existing US and State Highways and initially carried those route numbers. It wasn't until the early and mid '60s that Interstate shields began appearing on local freeways. For consistency and ease of reference, I refer to the current route designations in the discussions below. For reference, here is a list of the early highway designations, including the state highway designation that preceded the US route number as well as the routing of those routes in 1945 just before the start of the first freeway project. Most of the routes were adjusted several times as the freeway system evolved and usurped them.

US 87 SH 9 SH 27 Fredericksburg Rd., N. Flores St.
US 90 SH 3 E. Commerce St.
US 81 SH 2 Broadway, Austin Hwy., Randolph Blvd.
US 81 SH 2 S. Alamo St., Nogalitos St., New Laredo Hwy.
I-37 US 181 SH 16 S. Presa St.
US 90
US 90 SH 3 W. Commerce St., Old Hwy 90 W, Kriewald Rd.
US 281
US 281 SH 66 San Pedro Ave.
N/A LP 13 LP 410 N/A


Pre-1945 map

Map legend

During the construction of San Antonio's freeway system, several existing sections of US and State highways in the outlying areas were upgraded to freeways. The maps on this page show those sections in dark gray as "pre-freeway" roadways until the time they're upgraded. 

Note: Several freeway routes were initially served by newly-built "pre-freeway" roads such as access roads or FM roads. For the early segments of I-35 South and Loop 410 that were built first as access roads but followed within a few years by full freeways, the initial access road construction and completion is shown on the maps below as "freeway" because of the short time between those phases. For Loop 1604 and SH 151, the initial construction of the pre-freeway road is shown as such on the maps with eventual freeway upgrades shown separately.


1945 map

Map legend

City maps from the mid-1940s show the earliest proposal for an "Urban Expressway" network. That proposal included today's "Downtown Y" sections of I-10 and I-35. Soon, extensions to that core system were proposed. I-35 North was proposed along what would be its eventual path. I-35 South was proposed to follow Nogalitos from its intersection with present-day I-35 south to New Laredo Hwy., then south along that roadway to its present-day intersection with I-35, then south along present-day I-35 from there (this would have simply been an upgrade to the existing US 81 route at that time.) I-10 West was proposed to roughly parallel the rail line from downtown to NW Bexar County. I-10 East was proposed to approach the city along the existing US 90 to the location of today's Loop 410, then follow today's Gembler and AT&T Parkway and join I-35. 

Today's section of Loop 410 between NW Military Hwy. and Harry Wurzbach was actually part of the longer Harry Wurzbach Military Highway, which was a single road connecting Fort Sam Houston to Camp Bullis. This is why those intersections are angled the way they are to this day.


1952 map

Map legend

Construction of the city's first expressway, a 7/10th mile section of I-10 from Fredericksburg at Woodlawn to Culebra, started in 1946. The road opened without fanfare on July 8, 1949. On November 28, 1949, a ribbon-cutting ceremony on the Colorado St. overpass celebrated the official opening of the longer segment from Woodlawn to today's Frio St. interchange (Comal St. at the time.) A year later, the expressway was extended from Frio to Martin where it merged into Pecos St. going southbound and from San Saba St. coming northbound. The first section of I-35 South, stretching from Guadalupe to Nogalitos, opened in late 1952.

The proposal for the northern end of I-10 West had now been modified to jog further to the west, meeting Fredericksburg Rd. near Huebner. The I-35 South proposal had been modified to use today's alignment as far south as SW Military, then to proceed west on Military to New Laredo Hwy., then south from there. A proposal to extend Loop 410 to the west of NW Military Hwy. would have routed it to near today's intersection of Callaghan and Fredericksburg.

Although I cannot find an actual route map for it, I have discovered some artist's renderings for a proposed US 90 expressway cutting right through the middle of the King William District as well as a proposed interchange at I-35 near Guadalupe St. Based on these, I have extrapolated what I think is a likely proposal for US 90 at this time. I believe it would have used the Castroville Rd. and Guadalupe St. corridors on the West Side, crossed I-35 at the aforementioned interchange, then cut southeast through King William, Southtown, and Lavaca before crossing today's I-37 near Carolina St. Continuing east, there are a couple of possible corridors, but based on the trajectory through King William as well as the subsequent proposal for I-10 East in 1956, it seems that a route along Rigsby Ave. was plausible, probably using part of today's I-10 East near New Braunfels Ave and Walters St. I've shown this route on the map above in a lighter shade since it's mostly theoretical. I plan to keep researching this proposal to see if I can find a more definitive plan for it.


1957 map

Map legend

The first section of I-35 North, from Martin to Broadway, had been built and was now open.

Large sections of outlying freeways were now under construction. The first section of access roads Loop 410 running from US 90 to Bandera was under construction. The alignment for I-35 South between Military and the future Loop 410 had been adjusted yet again, this time to its final alignment, and the access roads were now under construction. I-35 North from Fratt to Toepperwein Rd. was also under construction.

There was no publicly-available routing for either I-10 East or US 90 West inside Loop 410 at this time, so it seems that the earlier proposal through King William had met with some resistance and been reconsidered. The alignment for I-10 West had moved again, this time running parallel to Fredericksburg Rd.

Routing for the SE segment of Loop 410 as well as I-37 was in limbo awaiting a decision on a possible runway expansion at Brooks AFB. Most of the alignment for Loop 410 had been finalized and plans for US 90 West were now underway as well.


1957 map

Map legend

With strong public support and federal funding now covering 90% of construction costs, expressway planning reached a fevered pitch by 1957. By this time, San Antonio was generally ahead of other cities with the Express-News reporting that San Antonio was "outdoing all other Texas cities who, despite their boasting, have been unable to get an Expressway into their major business and shopping areas" and officials were hoping to continue the momentum with the release of an ambitious freeway plan in 1956.

The latest proposal for I-10 West was for the alignment that would eventually be built. A new proposal for I-10 East appears to have routed it along Rigsby Ave. to WW White Rd., then northeast from there to today's route. The first proposals for the eventual I-37, US 281 North, and US 90 West were now known and the routing for the southeastern arc of Loop 410 had been settled.

Several other freeways were proposed that eventually would be scrapped including a US 281 South freeway along Roosevelt Ave., the Bandera Expressway along Culebra Ave. and Bandera Rd., and the first proposal for an "inner bypass" west of downtown along Zarzamora to connect I-10 West to I-35 South bypassing downtown. This was planned to relieve congestion that had already manifested on the original sections of I-10.

The access roads for I-35 South from SW Military to New Laredo Hwy was complete and was now under construction from Nogalitos south to Division. The elevated "Central Expressway", connecting I-35 North and South and which would carry motorists "in the air through downtown" according to news reports at the time, was also under construction.

The first section of Loop 410 access roads, from Culebra to Bandera, opened in 1956. Loop 410 access roads from Bandera to Blanco and Culebra to US 90 were under construction. 

The first proposals for an "Outer Loop" (now Loop 1604) were also made at this time. The western arc, from I-10 to US 90, was originally designated Loop 334 before being merged with FM 1604 in 1959.  

Note: I only show the overall Loop 1604 proposal during this year. It remained in the local highway plans from this point forward, but it was initially built as Farm-to-Market roads. For clarity, from this point on, I'll only designate "proposed freeway" sections for Loop 1604 when plans were released to upgrade those sections to a freeway.


1959 map

Map legend

The elevated "Central Expressway" section of I-35 downtown connecting the three previously completed expressways north and south of downtown was now complete and open to traffic.

The access roads for the northwestern arc of Loop 410 from US 90 all the way to Blanco were now complete. I-35 South had been completed south of New Laredo Hwy. and from Nogalitos to Division and was under construction between Division and SW Military. 

I-35 North from Broadway to AT&T Center Parkway (then called Artesia Road) and also north of Toepperwein was now under construction.  

I-10 West was now under construction from Loop 410 to De Zavala and from Woodlawn to Fresno.  The SW segment of Loop 410 between US 90 and I-35 South was also under construction.

The earlier proposal for I-37 disappeared during this time as it was under additional study.

The final routing for I-10 East had finally been selected.


1961 map

Map legend

Substantial sections of freeway were now open to traffic. The western arc of Loop 410, from Broadway around to I-35 South, was complete. The earlier sections of Loop 410 between US 90 and NW Military that were built as access roads had now been upgraded to full freeway. However, only the western arc of 410 from I-10 West to I-35 South carried the Interstate 410 shield; the section east of I-10 was marked as State Loop 410 because it was not yet part of the national Interstate Highway plan. Loop 410 on the Southside between I-35 and Roosevelt was under construction.

All of I-35 north of Fratt was now open, and all of I-35 South was now complete; the previous sections of I-35 South that had been built as access roads had now been upgraded to a full expressway. 

Construction was underway to close the gap on I-35 North from AT&T Center Parkway to Fratt. 

I-10 West was now complete from Loop 410 north to De Zavala and from Woodlawn to Fresno and under construction from Fresno to Loop 410. The section of I-10 East from WW White eastward was also under construction.

Finally, the first sections of the two-lane FM 1604 were now complete between I-10 West and US 281.


1964 map

Map legend

With federal Interstate Highway funding now pouring-in and approval from city voters of another expressway bond proposal, construction was continuing briskly. In 1962, I-35 had become the first metropolitan Interstate in Texas to be fully completed. I-10 West was now complete inside Loop 410 and under construction from De Zavala to Leon Springs. I-10 East was complete east of WW White and was under construction from there to E Houston St.  

Loop 410 on the Southside was open from I-35 east to S Presa, most of the eastern arc from I-35 North to S WW White was complete, and the sections between San Pedro and I-35 North had been upgraded to a full freeway by this time.

The first sections of US 90 West, from I-35 to Cupples and Loop 410 to Pinn, were just starting construction. Additional sections of the two-lane FM 1604 were now complete across the Northside from Bandera Rd. to I-10 East.

New routes were now on the drawing boards including Spur 371 (the "Kelly Access Freeway", now General Hudnell Dr.) and a revised routing for the previously-proposed Bandera Expressway that took it through the near West Side and south of downtown generally along today's Cesar Chavez Blvd. The proposed I-10 bypass was also back on the drawing boards, slicing a path in the Zarzamora corridor to connect I-10 and US 90.

The routing of the North Expressway (US 281 North), which would soon become quite controversial, was now being fleshed-out. Two small freeway connectors were also planned for the North Expressway: San Pedro Ave. connecting Loop 410 to US 281, and the St. Mary's Connector, running parallel to St. Mary's St., connecting US 281 to I-35 just north of downtown. It would have also featured a downtown feeder spur in conjunction with elaborate distribution ramps for the other freeways surrounding downtown.  


1967 map

Map legend

Freeway construction continued to move forward full-steam in preparation for the 1968 World's Fair ("HemisFair"). By 1967, the bulk of today's freeway system was complete or under construction. All of Loop 410 was now done, but the section from I-10 West to I-35 North still carried the State Loop 410 designation; it would not see an Interstate 410 shield until mid-1969.

The first section of US 90 West as far as Cupples was open as was the section from Loop 410 to Pinn. SP 371 was also complete. 

I-37 was under construction from Florida St. to US 181. All of the two-lane FM 1604 north of US 90 was now complete as well.  

The Bandera Expressway proposal was unchanged. The battle over the path for US 281 near Hildebrand was raging at this time. The San Pedro and St. Mary's connectors for US 281 appear to have been scrapped by this time.


1968 map

Map legend

As HemisFair opened, most of the city's freeway system was in place. All of I-10 and I-35 was open. US 90 West was complete to Loop 410, and I-37 between Florida St. and SE Military was done. The section of I-37 between SE Military to US 181 was under construction as well as the section from Florida St. to I-35 with part of the section next to the HemisFair area being temporarily paved and used as a parking lot for the fair.


1973 map

Map legend

The controversy over the proposed US 281 North continued on into the new decade and a fight over another freeway-- the Bandera Expressway-- was gearing-up.

Work on the undisputed northern and southern parts of US 281 had begun in 1969, but was suspended in 1971 when the Conservation Society won a decision to revoke federal funding. In 1973, Congress allowed the state and city to complete the freeway without federal funding and work resumed immediately.  

Meanwhile, the original Bandera Expressway route had been scrapped due to city officials' concerns about its path through the "Model Cities" urban renewal area on the near West Side. A new proposal for the freeway, now officially being called the "Northwest Transportation Facility", routed it along Culebra from I-10 to Loop 1604. In addition, a new route for the I-10 bypass was proposed for the near West Side that took it closer to downtown and out of the Model Cities area.

Amid the controversies, I-37 had been completed downtown and south to US 181 and work had started from there south to the Loop 1604 area.


1979 map

Map legend

The bitter war over US 281 North was finally over and the freeway opened in 1978 and the last section of the original plan, from San Pedro to Bitters, was under construction. However, the Bandera Expressway proposal had been scrapped by this time due to protests over the number of displacements it would cause. The I-10 bypass was also cancelled; instead, plans were now underway to double-deck I-10.

The last sections of FM 1604 south of the city were now under construction and the road would soon be renamed Loop 1604. Planning to upgrade the increasingly busy and dangerous northern arc to a freeway was underway.


1984 map

Map legend

By the mid '80s, suburban growth was begining to reach the northern sections of Loop 1604. As a result, an upgrade of the loop to a freeway was underway from I-10 West to US 281 North and in the area around I-35 North, and was planned between US 281 and I-35. 


1987 map

Map legend

The Loop 1604 upgrade from I-10 to US 281 was complete as was the new Loop 1604/I-35 North interchange, and work was progressing to upgrade 1604 between US 281 and I-35. Plans to upgrade US 281 from Bitters to Loop 1604 were announced, and the access roads for SH 151 outside Loop 410 were under construction (not indicated on map.)


1990 map

Map legend

The most heavily traveled sections of Loop 1604 across the North Side had now been upgraded to a freeway, ending the days of the "Death Loop", so-called because of the high number of fatal accidents that had occurred along it. Plans were now in the works to extend the western end of the freeway south to Bandera Rd.

Work to upgrade US 281 North between Bitters and Loop 1604 was completed in record time, and the SH 151 access roads were now complete along its entire route. Initial proposals for an "East-West Parkway"-- subsequently named Wurzbach Parkway-- to relieve traffic on Loops 410 and 1604 had been announced.


2000 map

Map legend

At the dawn of the new millennium, short sections of freeway mainlanes had been added to SH 151 at Potranco, Pinn, and Old Highway 90, and the freeway mainlanes from Old Highway 90 to Callaghan were under construction. Proposals to finish the SH 151 freeway were now on the books. 

An overpass on Loop 1604 at Kitty Hawk built in the mid '90s essentially extended that freeway east to FM 78. On the western end, Loop 1604 had been upgraded to a freeway from John Peace to Bandera Rd. 

The first section of the Wurzbach Parkway was open from Wetmore to O'Connor and the segment from Lockhill-Selma to NW Military Hwy. was nearing completion.


2005 map

Map legend

Work to complete the mainlanes of SH 151 had been completed by 2005. Wurzbach Parkway was done now from Lockhill-Selma to Blanco Rd. and plans were on the books to finish the remaining segments. Initial plans to upgrade US 281 to a freeway north of Loop 1604 to Stone Oak Parkway were announced in the ca. 2000. Plans to build it as a tollway created a storm of controversy that would delay it for over a decade.


2012 map

Map legend

Work to finally build the missing middle segments of Wurzbach Parkway was now underway and plans were announced to extend the Loop 1604 freeway south from Bandera to US 90.


2015 map

Map legend

Construction on the first phase to expand Loop 1604 West, from Bandera to SH 151, was now underway.

Other pages of interest on this site

Pre-Interstate highway routes history
A history of the early state and US highway routes through San Antonio.
Media galleries
Includes historical photos and maps.

Other sites of interest

TexasFreeway.com (by Ron Jackson)
Dallas-Ft. Worth Freeways 
Houston Freeways

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This page and all its contents are Copyright 2018 by Brian Purcell

The information provided on this website is provided on an "as-is" basis without warranties of any kind either express or implied.  The author and his agents make no warranties or representations of any kind concerning any information contained in this website.  This website is provided only as general information.  The author expressly disclaims all liability with respect to actions taken or not taken based upon the information contained herein or with respect to any errors or omissions in such information.  All opinions expressed are strictly those of the author.  This site is not affiliated in any way with any official agency.