Frequently Asked Questions (FAQs)

The I-70 Polk-Quincy Viaduct spans from Polk Street on the west to Quincy Street on the east. The study will analyze the conditions and alignment of I-70 from the MacVicar Avenue interchange to the west through the 10th Street interchange to the east.

The I-70 Polk Quincy Viaduct Study will identify a preferred location and design concept on which to base future design work. It is needed to determine the future configuration of the viaduct and consider feasible alternatives to improve traffic flow and safety including:

• Improving the viaduct to current engineering criteria.

• Examining current and future traffic demands.

• Identifying improvements that support safe and efficient movement between the highway and local streets, including the potential riverfront development area.

The study will review the alignment of I-70; the number of lanes on I-70; the widths of the roadway shoulders; the spacing, location and lengths of the on- and off-ramps; the curve near 3rd Street; and access to downtown Topeka. In addition to I-70 itself, the study will also consider other modes of transportation, such as public transit, bicycles and pedestrians.

The Kansas Department of Transportation (KDOT), the City of Topeka and the Metropolitan Topeka Planning Organization realize that this is more than just a preliminary design study. This study will take into account the needs and concerns of the community including nearby property owners, area businesses, and travelers through the area. To that end, a Project Advisory Committee (PAC) has been established to provide input and feedback to the study team.

The PAC consists of approximately 15 individuals representing a variety of community interests. The committee has met twice and will continue to do so over the course of the study. In those meetings, the PAC established goals for the project as well as criteria by which alternatives should be evaluated.

The study partners are committed to active community engagement. The study team has conducted 26 stakeholder interviews to collect a wide variety of input and information regarding how this stretch of I-70 is used by area stakeholders, what concerns they have and what improvements they desire. In October 2009, a daylong opportunity was provided to area property and business owners to discuss the project with the study team, as well as a public open house for the entire community. A study web site has also been established.

A stakeholder is anyone who has an economic, cultural, social, or environmental interest in the study. In this case, it is anyone who lives, owns a business, shops or travels in or near the study area.

The following are the primary issues identified through the interviews and public meetings.

• Maintenance of the bridge is difficult.

• The shoulders on the viaduct are too narrow.

• The 3rd Street curve is too sharp.

• The acceleration lanes are too short.

• The 8th Street exit on westbound I-70 is hidden.

• The weave length between 8th Street and 4th Street on westbound I-70 is too short.

• The ramp connections at Madison and Monroe are too close to 8th and 4th streets.

• There are too few lanes.

• The ramps are too close together.

• There is no direct access to Kansas Avenue or Topeka Boulevard.

The PAC established the following ten goals.

1. Maintain safe, efficient operation and capacity for interstate trips.

2. Maintain safe, efficient operation and capacity for local trips.

3. Meet current geometric design criteria for design speed, shoulder width, ramp lengths and interchange spacing.

4. Meet current bridge design criteria.

5. Consider facility maintenance issues/costs in the design of new highways, streets and bridges.

6. Provide logical/reasonable connections to downtown Topeka, North Topeka and the Riverfront area.

7. Consider the needs for modes of transportation other than automobiles and commercial trucks to cross or access I-70.

8. Consider urban design elements as part of future I-70 corridor design, including aesthetics, potential land use, public areas, and the overall connections between land use, city streets and I-70.

9. Enhance economic development opportunities in areas near I-70.

10. Stage/phase construction to minimize disruption of traffic flow and to maximize financial feasibility.

Nine criteria are being used to evaluate the alternatives. They are:

1. Roadway Design: addresses the design speed of the 3rd Street curve; concerns about acceleration/deceleration lane lengths; narrow shoulders on viaduct; inadequate spacing between ramps; flexibility for future expansion of I-70 and local streets; and adequate drainage.

2. Safety: addresses reducing the number of crashes along I-70, including the high crash areas along I-70 and crossing I-70 on the local street system.

3. Traffic Mobility and Circulation: provides for the movement of through traffic on I-70 and for the logical circulation of traffic on the city street system.

4. Access and Connectivity: provides access from I-70 to Topeka Boulevard and/or Kansas Avenue and logical and reasonable access to I-70 from the local streets; interchanges provide full traffic movements to and from I-70.

5. Economic Goals: ensures that future development/redevelopment goals are considered and promotes community connectivity.

6. Construction and Maintenance: considers project and maintenance costs; traffic issues during construction; phased construction; and highway maintenance.

7. Environmental Issues: minimize impacts on historic properties, the environment and adjacent properties. Also considers environmental justice.

8. Aesthetics: enhances view shed between downtown and the river; recognizes importance of the roadway and bridge and considers the view from I-70.

9. Multimodal Considerations: addresses transit, bicycle and pedestrian needs.

The project study team identified 17 potential alternatives for improvements to the Polk-Quincy Viaduct. Based upon the evaluation criteria established by the Project Advisory Committee in conjunction with the study team, three alternatives have been selected for further review. They are:

Alternate 1: Split diamond interchanges with collector-distributor roads
This alternative includes split diamond interchanges at Topeka Boulevard/Kansas Avenue and at 4th Street/10th Street. Ramps at 1st Street, 3rd Street, 4th Street and 8th Street are relocated or removed. Ramps to and from the west on I-70 would connect to Topeka Boulevard. Collector-distributor roads will connect these ramps to those at Kansas Avenue which serve I-70 to and from the east.

At the second split diamond interchange, the ramps to and from the west on I-70 connect to the north end of Monroe and Madison at 4th Street. Ramps to and from the east on I-70 will connect to the south end of Monroe and Madison at 10th Street.

Alternate 2: Split diamond interchanges with frontage roads
This alternative continues Monroe and Madison around I-70 and ties into ramps at Topeka Boulevard. The ramp locations are at:

• Topeka Boulevard, to and from the west

• 4th Street to and from the west

• Kansas Avenue, to and from the east

• 10th Street, to and from the east

Alternate 3: Diamond interchanges at Topeka Boulevard, 4th Street and 10th Street
In this option, the interchanges are about .75-miles apart. This is less than desirable, but the option does increase the current separation between ramps and improve traffic operation along I-70. However, this alternative does not provide direct access to the Riverfront area.

The I-70 Polk-Quincy Viaduct was built in the late 1950s. After more than 50 years, the condition of the bridge has deteriorated, traffic volumes have increased, design criteria have changed and the area around the viaduct has undergone new development and redevelopment.

Preliminary engineering design will begin; engineers will add detail to the location and design concept identified in the study. After preliminary engineering is complete, engineers will have more information about the right of way needs and potential construction costs.

Phase I of this study will recommend the preferred alignment and improvements for the I-70 Polk-Quincy Viaduct. Phase I began in April 2009 and is scheduled to be completed in mid-2010. Phase II, the preliminary design of construction plans, will begin upon completion of Phase I and is scheduled to be finished in 2012. Presently, funding for construction has not been identified and a schedule for construction of the improvements has not been determined.

Presently, funding for construction has not been identified and a schedule for construction of the improvements has not been determined. A schedule for construction will not be set until after this study is completed and options are selected.

KDOT has budgeted $678,935 for Phase I and $1,876,673 for Phase II using federal funds.

This study will help determine the best option or options and subsequently the budget necessary to accomplish those options.

KDOT the City of Topeka, and the Metropolitan Topeka Planning Organization are partners in this study.

KDOT, the City of Topeka, and the Metropolitan Topeka Planning Organization are committed to an active public involvement program as is described above. In addition, updated information will be posted on the Study web site http://i70PolkQuincy.KsDOT.org.

If you have any questions, comments or would like additional information, please contact any one of the following study team members:

Jim Tobaben, P.E., PB Americas, Inc., Project Manager
tobaben@pbworld.com or (913) 310-9943

Bob Hirt, P.E., KDOT, Project Manager
hirt@ksdot.org or (785) 296-3922

Kimberly Qualls, KDOT, Public Affairs Manager
kqualls@ksdot.org or (785) 296-3881