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This page last updated November 11, 2025 |
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Location
Status
Timeline
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Project description
This $450 million project will replace the existing obsolete cloverleaf interchange at I‑10 East and Loop 410 with a five-level interchange with flyover connectors and continuous access roads through the interchange on both I‑10 and Loop 410. Those access roads will intersect at signalized intersections within the interchange (similar to the Loop 1604/US 281 or Loop 410/SH 151 interchanges), allowing for full local access in all directions.
Phase 1, costing about $166 million, includes the following:
- The Loop 410 northbound to I‑10 eastbound flyover (preliminary plans to include the Loop 410 southbound flyover to I‑10 eastbound in this phase were dropped)
- The I‑10 westbound to Loop 410 southbound flyover (this flyover will top-out at about 122 feet!)
- Ramp relocations and access road improvements on southbound Loop 410 between I‑10 and Rigsby Ave., specifically:
- Relocating the southbound exit to Rigsby Ave. about ⅓ mile further north
- Moving the southbound exit to Houston St. about ¼ mile further north
- Moving the southbound entrance ramp from Houston St. about a mile further south
- Re-alignment of the Loop 410 southbound mainlanes from I‑10 to Rigsby Ave. including the addition of a ¾ mile auxiliary lane from the new entrance from I‑10
None of the existing ramps in the cloverleaf will be removed in Phase 1; however, the movements that remain in the cloverleaf should see substantially improved operation as the traffic using the new flyovers will no longer be using the cloverleaf, thus reducing weaving conflicts in several areas.
The remaining flyovers will be built in three future phases. The southbound Loop 410 to eastbound I‑10 and westbound I‑10 to northbound Loop 410 flyovers are expected to be built in Phase 2, with the remaining flyovers in Phases 3 and 4. In addition to the flyovers, Phase 2 is planned to also make the following major improvements along Loop 410 north of I‑10:
- Construct an overpass at WW White Rd. and connect WW White to Cornerway Blvd.
- Construct a Displaced Left Turn (DLT) interchange at the new WW White Rd./
Cornerway Blvd./ Loop 410 intersection - Replace the existing northbound Loop 410 left-hand exit to I‑35 southbound with a right-hand exit and underpass
- Re-align the Loop 410 mainlanes
- Construct continuous access roads in both directions of Loop 410 over FM 78 and the adjacent railroad
- Construct a continuous southbound access road through the Loop 410/I‑35 southbound cutoff (near WW White Rd.) with crossovers/turnarounds
- Remove the existing exit to FM 78 from the I‑35 northbound to Loop 410 southbound connector and replace with a conventional exit ramp to a realigned frontage road providing access to WW White Rd. and FM 78 (via a turnaround)
The following additional improvements to the west are also planned with Phases 3 and 4:
- Build a continuous access road on I‑10 westbound between Loop 410 and WW White Rd.
- Build turnarounds at WW White Rd.
- Relocate various entrance and exit ramps along I‑10 between Loop 410 and Commerce St.
How this project will help
These interchanges are over 50 years old and are now obsolete. Growing traffic volumes in these corridors, including increasing truck traffic from the numerous nearby warehouses, is straining these old interchanges. The new interchanges will accommodate current and future traffic volumes and improve safety.
The new underpass connecting WW White to Cornerway will improve local circulation by providing a new route to northbound Loop 410 from WW White and to southbound Loop 410 from the Cornerstone industrial park. Building this new intersection as a DLT will help it accommodate expected traffic volumes well into the future.
Adding the new continuous frontage roads and turnarounds through the I‑10/Loop 410 interchange, along Loop 410 near FM 78 and WW White, and also along I‑10 westbound near WW White will provide improved local access and allow more optimal placement of entrance and exit ramps in the area. Adjusting other ramp locations in the project area will bring them to modern standards and improve traffic flow and safety.
FAQ
- Why did they build these two flyovers instead of the SB to EB and WB to NB? Those two are much busier.
It's a common assumption that the busiest connectors in an interchange should be the first to be improved, but that's not always necessary or the fastest/best course of action. In this case, the connectors to the north will require more extensive work for which they did not have the funding. The two connectors that were built are the next two busiest, so removing that traffic from the cloverleaf should help improve things for now for the remaining traffic using the cloverleaf. These two connectors were, in essence, the "low-hanging fruit" that could be done now to help provide some interim improvements.
Schematics
Below are the detailed schematics for this project from TxDOT with my own annotations added to help clarify and explain the various elements. Click on an image below to open the schematic in a new window that you can scroll and zoom.
Note that the schematics here are preliminary and subject to change. Note the following updates:
- The Phase 1 schematic here was preliminary and has since changed. These changes are noted in the annotations.
- The schematic for the ultimate project shows an obsolete proposal for the I‑10 mainlanes; the Phase 1 schematic shows the revised mainlane plans, which was built in 2021 as part of the separate expansion project on I‑10.
Other sites of interest
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TxDOT - I‑410 at I‑10 East https://www.txdot.gov/ |