A DC10-10 FLC STOPS THEIR ACFT AFTER CLRING RWY 35 ACCOUNT OF UNLIT BARRICADES ON THE END OF THEIR INTENDED TXWY AT MEM; TN.

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I LANDED DC10-10 AT MEM ON RWY 35. LNDG AND ROLLOUT WERE NORMAL. WITH ABOUT 1500 FT OF RWY REMAINING; AND DOWN TO NORMAL TAXI SPD; THE CAPT TOOK CTL OF ACFT TO TAXI TO RAMP. RWY 35 IS A TEMPORARY RWY AT MEM; BEING USED WHILE RWY 36L AND RWY 17R UNDERGO MAJOR RECONSTRUCTION. OUR COMMERCIAL CHART PAGE; DATED APR/XA/02; DEPICTS A TXWY EXTENDING N FROM THE DEP END ON RWY 35. THE TXWY JOINS TXWY N WHICH CONTINUES N TO CARGO AREA. TWR CLRED US TO 'JOIN TXWY N; CONTACT GND.' AFTER ACKNOWLEDGING; I DIALED IN GND FREQ ON THE OTHER SIDE OF OUR DUAL HEAD RADIO TO PREPARE TO SWITCH TO GND CTL. AFTER SETTING THE RADIO; I LOOKED UP AND NOTICED 2 THINGS: 1) THE TXWY AHEAD WAS NOT ILLUMINATED WITH ANY TAXI LIGHTS. 2) UNLIT BARRICADES COULD BE SEEN AT THE N END ON THIS TXWY WHERE IT JOINED TXWY N. THE CAPT AND I VERBALLY ASSESSED OUR SIT. WE HAD BARELY ENTERED A CLOSED TXWY WITH NO ROOM TO MANEUVER OUT. THE END RESULT -- A TUG HAD TO COME AND PUSH US BACK ONTO THE RWY. WE THEN EXITED E AT TXWY M9 AND TAXIED TO PARKING. A REVIEW OF THIS SIT SHOWED SEVERAL FACTS: 1) OUR COMMERCIAL CHART PAGE DEPICTED AN OPEN TXWY WHICH IN FACT WAS CLOSED. 2) I HAD NEVER BEEN ON RWY 35. THE CAPT COULD NOT REMEMBER IF HE HAD. 3) NOTAMS MADE NO REF TO THIS TXWY BEING CLOSED. 4) THE CLOSED TXWY WAS NOT MARKED OR BARRICADED ON THE S END AS REQUIRED IN THE AIM. 5) DURING DEBRIEF; WE PROPOSED PROPER NOTAMS AND MARKINGS BE MADE TO PROPERLY INDICATE THIS TXWY AS BEING CLOSED.