16TH CONGRESS OF IABSE, LUCERNE, 2000

The Kellogg CBD Viaduct: Revitalizing Wichita’s Urban Core

Robert H. LYON William C. CLAWSON

Senior Technical Advisor Vice President
HNTB Corporation HNTB Corporation
Kansas City, MO, USA Kansas City, MO, USA
Bob Lyon, born in 1955, received his civil Bill Clawson, born in 1950, received his civil
engineering degree in 1977 from the University engineering degree in 1976, M.S. in 1979, and
of Virginia and his M.S. in 1979 from George Ph.D. in 1981, all from the University of
Washington University. Kansas.

Summary
The design of the Kellogg Avenue Viaduct addressed the challenge of constructing an elevated
freeway with the function, aesthetics, and safety of the urban environment in mind. Since this
elevated viaduct is so prominent, serving as a gateway to the city of Wichita, architectural design
features of the bridge were critical to the success of the project. Its location in the Central Business
District (CBD) made the project subject to several common restrictions of an urban environment. It
was crucial that the design solution be sensitive to aesthetic, environmental, and socio-economic
impacts on the CBD. The Kellogg Viaduct, shown in Figure 1, designed with an emphasis on
functionality and aesthetics, proves that attention to detail and design elegance, with economy, are
possible in an urban environment.
Keywords: box girder, post-tensioned, aesthetics, silica fume, lighting, drainage

1. Introduction
The new Kellogg Avenue Viaduct has been the answer to the severe traffic congestion problems and
unsafe driving conditions that have plagued downtown Wichita, Kansas for decades. In the mid-
1980s, Kellogg Avenue, the main east-west traffic at-grade arterial of the city, was carrying in

Fig. 1 Aerial view of Kellogg CBD Viaduct

 16TH CONGRESS OF IABSE, LUCERNE, 2000

excess of 40,000 vehicles each day and was rapidly deteriorating. The portion of Kellogg through
the CBD, south of downtown, and crossing the Arkansas River, was especially prone to severe
traffic congestion and unsafe driving conditions. In March 1986, the city of Wichita contracted with
HNTB to perform an improvement study for the reconstruction of Kellogg Avenue. The objective of
the study was to develop a scheme for the replacement or upgrade of 4.2 kilometers of Kellogg
Avenue with a safer, high-capacity six-lane freeway. The study identified and evaluated both the
engineering and socioeconomic factors that would establish the design parameters and enable
efficient and safe movement of vehicles and pedestrians, in a manner consistent with the
surrounding urban environment.
The project was accomplished with a minimum of acquired right-of-way and little or no federal or
state financial assistance. Fast-track construction, without interrupting the existing traffic flow, was
crucial to the project’s success
Design features unique to this $40.2 million construction project include the following:
§ Cast-in-place post-tensioned concrete box girders met the staged construction requirements and
provided smooth soffits that reflect incidental light, creating the effect of airy, open space below
the bridges.
§ Innovative concrete Y-piers with post-tensioned integral capbeams provide a well-proportioned,
pleasing continuity with the sloped webs of the box girders.
§ Additional vertical clearance and a sleek, contemporary superstructure were made possible
through the use of extended slab cantilevers.
§ The Kellogg Viaduct is one of the first silica fume concrete bridges to be built in the United
States with the goal of enhanced durability.
§ Special attention was given to sidewalks, street crossings, landscaping, and lighting to
aesthetically enhance the project and provide a safe, pleasant environment for pedestrians.
§ Recessed bridge drainage helped maintain the clean lines of the structures.

2. Structure Type Selection

2.1 General Requirements
The portion of Kellogg Avenue through the CBD is an elevated viaduct that carries through traffic
on three lanes in each direction. Ramps to and from the west descend to grade at Main Street, and
ramps to and from the east begin at Topeka. Local downtown traffic is serviced by one-way,
developed frontage roads on each side of Kellogg, each carrying two lanes of through traffic and
turn lanes to connect the ramps to the CBD. The selection of the structure type for the main viaduct
satisfied the following major requirements:
§ Suitable for the phased construction
§ Allowed traffic maintenance during construction
§ Reasonable first cost of construction
§ Low maintenance/life-cycle costs
§ Aesthetically pleasing

2.2 Superstructure Type

The concept study resulted in the recommendation of cast-in-place, post-tensioned concrete box
girders as the structure type that best met the project requirements. Concrete box girders met the
staged construction requirements and provided smooth soffits that reflect incidental light and
provide the effect of airy, open space below the bridges. This was an important issue, given the
volume of both vehicular and pedestrian traffic underneath the viaduct.
Preliminary construction sequencing was consistent with the traffic control plan. As this was the
first post-tensioned box girder built in the state of Kansas, preliminary designs and costs were
developed for a zero tension criteria for both transversely and longitudinally post-tensioned box
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girders. This design criteria, and additional durability features of silica fume concrete and latex
wearing surface, were important in establishing the viability and long term durability aspects of a
new structure type in Kansas. Special measures of corrosion protection were also important in
introducing this structure type into the harsh winter environment, with its attendant deicing
practices.

2.3 Span Layout

Fig. 2 Preliminary Design Concept

To assist in the layout of spans, and to better visualize the spatial relationships of the environmental
and geometric design constraints, HNTB developed models of the proposed viaduct. The initial
concept required the use of straddle bents (a common urban solution) to accommodate the initial
ramp geometry. With the assistance of transportation planners, traffic movements and ramp
geometries were modified. These changes, along with design modifications to the conventional box
girder cross section and pier type, eliminated the need for straddle bents and improved the
appearance of the design solution. Figure 2 shows the preliminary box girder and pier concepts,
while Figure 3 shows the completed viaduct at night.
Span layouts reflected
HNTB’s design solutions
for spanning the Arkansas
River and the adjacent
Riverside Park and clearing
the urban streets of
Wichita, Water, Main,
Market and Broadway. The
Arkansas River is dammed
below Kellogg and is a
popular site for sailing and
other water activities.

Fig. 3 Night view of land piers

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The construction of the new viaduct was not to adversely affect the recreational use of Riverside
Park, and the design and location of river piers were not to unduly interfere with the park users.
During design, preference was given to the ability of adding a future pedestrian bridge over the
river, connecting the two areas of the park.
Maintaining consistency in structural shape and patterns is an important aesthetic element,
particularly for urban viaducts, which are perceived from a short distance. River spans of 47 meters
met these requirements and resulted in the placement of two piers in the river. The land piers were
spaced at 38 meters on centers, which allowed for a relatively uniform spacing of piers to span the
local streets. Twin viaducts supporting eastbound and westbound Kellogg are separated by three
meters, allowing light to penetrate between the two structures. The model demonstrated a favorable
aesthetic relationship of span, structure depth and height.

2.4 Pier Type

The prominence of an elevated downtown viaduct made it especially important that concepts for
both land and river piers reduce the massive look so often present in urban viaducts. In addition, the
proximity of the adjacent frontage roads dictated an innovative pier type to maximize horizontal
clearance.
The recommended piers were stylized concrete Y-piers. Capbeams, integral with the superstructure,
were provided with transverse post-tensioning. The piers satisfy the engineering and geometric
design constraints, and they provide a well-proportioned appearance and a pleasing continuity with
the sloped web of the box girders. The Y shape also contributes to the openness underneath the
structures.
Where required, piers were hinged at the base in
order to minimize the number of intermediate
expansion joints. This provides needed relief of
longitudinal post-tensioning and temperature
forces. An additional feature of the Y-piers is
their ability to accommodate a future bikeway
and pedestrian walkway across the Arkansas
River (see Figure 4), enabling access to both
sides of the river without crossing the viaduct at
the same level as vehicular traffic.

Fig. 4 Daytime river view

2.5 Extended Cantilevers

Fig. 5 Frontage Road at Market Street
The use of long, slender post-tensioned
slab cantilevers, in conjunction with a
multi-cell box girder cross section, was
an innovation proposed for both
functional and aesthetic purposes. Not
only do these cantilevers allow additional
vertical and horizontal clearance to the
frontage road left-turn lanes, but they also
provide a sleek, contemporary and
lighter-appearing structure than the
conventional full-depth box girder. See
Figure 5.
The structural necessity of transversely
post-tensioning the cantilevers also
provides an important element in the
increased durability of the roadway slab.
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3. Construction
3.1 Time
A key element in the construction of urban projects is time. This project benefited from an
extraordinary level of cooperation in a partnering agreement between owner, engineer and
contractor.
Three major factors enabled the contractor to meet the incentive requirements and reap a bonus of
$500,000 for early completion of the project. These factors were: successful partnering, use of the
designer of record to provide resident engineering services, and employing a local contractor with a
“stake” in the project.

3.2 Partnering
The construction contract implied a covenant of good faith, in the spirit of partnership. All parties
involved in the Kellogg project worked together to solve construction concerns quickly. Successful
solutions that were made possible by this assumption of good faith included revising the sequence
of construction when excessive flooding washed out the bridge causeway seven times during
construction of the eastbound Arkansas River bridge.
Frequent, regular meetings by the involved parties provided forums to discuss construction progress
and to ward off potential disputes. This arrangement also facilitated informing the public about the
construction and changing traffic patterns.
The traffic handling of 40,000 vehicles
per day and utility service during
construction required a high level of
coordination and cooperation. Every
effort was made to minimize disruption
to businesses and local residences. For
instance, field personnel familiar with
the maintenance of traffic plan directed
the installation of a traffic signal system
at 14 major intersections. Multiple work
schedules, including night shifts,
weekends and holidays, accommodated
the fast-track project scheduling. Figure
6 shows substructure construction near
the Arkansas River.
Fig. 6 Construction of Kellogg Viaduct

3.3 Construction Inspection

The decision of the City of Wichita to contract with HNTB, the designer of record, for resident
engineering and construction inspection services greatly facilitated plan and specification
interpretation and facilitated the decision making process in the field. Issues such as post-tensioning
acceptance were resolved quickly through cooperation among the designer, inspector and
contractor.

3.4 Local Contractor

Martin K. Eby Construction, Inc., a Wichita General Contractor, provided outstanding construction
services for the project. Committed to the project as a local contractor, Eby consistently provided
quality work with a cooperative spirit. From the outset, Eby recognized the importance of securing
quality specialty contractors and construction engineering assistance.
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4. Silica Fume
The Kellogg Avenue project was the first project in the State of Kansas and one of the first in the
United States ever constructed using silica fume concrete. Due to the integral nature of the top slab
in post-tensioned concrete box girders, it is mandatory that the superstructure concrete and
particularly the top slab be constructed to last the life of the bridge. To achieve this long life,
special care was taken to develop a superstructure concrete specification that would result in an
economical mix design and a very durable concrete. Material scientists from the Kansas
Department of Transportation and HNTB engineers collaborated to develop a specification for this
high performance concrete.
Silica fume is used frequently now to achieve improve durability and high strength in structural
concrete. For the Kellogg project, high strength was not a necessity -- but durability was, especially
because of the potential for chloride contamination from deicing salts. Due to the extremely small
size of silica fume particles, silica fume tends to fill voids in the concrete mix created by the free
water. The resulting micro-structure of the concrete has a much denser matrix than conventional
Portland cement concrete, which dramatically reduces permeability as the number and size of
capillaries are reduced. Contamination of the top slab concrete by deicing materials should be
significantly reduced due to this reduced permeability.
In addition, a 38 mm thick latex modified concrete overlay was placed on the top slab concrete to
serve as the roadway surface and to further protect the top slab. All mild reinforcing steel in the
superstructure is protected by an epoxy coating. All post-tensioning steel was grouted in
polyethylene or rigid steel ducts for protection.
The concrete mix design specification also addressed the importance of high quality aggregates in
obtaining a concrete with long-term durability. The region around Wichita, Kansas, has high
quality fine aggregates, but the coarse aggregates (primarily limestones) are characterized by high
absorptive and reactivity properties. The use of these materials frequently results in concrete
deterioration due to alkali aggregate reaction. Strict limitations on absorption, wear and soundness
of the coarse aggregates were specified which precluded using these low quality local materials.
Consequently, high quality coarse aggregates from northern Oklahoma were transported by truck
for use in the superstructure concrete. The resulting high performance concrete should provide a
durable superstructure for extended service. The concrete overlay serving as the roadway surface is
designed for replacement after a number of years.

5. Lighting
Both safety and aesthetics dictated the use of two types of lighting on the viaduct. Recessed soffit
lighting provides additional safety underneath the structure. Because urban viaducts often create
dark, unsafe conditions below, special underdeck lighting was used to create a pleasant, safe
environment for pedestrians. The elevated viaduct is more than just a structure, it is part of the
urban landscape.
Anticipating future development close to the viaduct, a well-lit, safe place to gather and pass
underneath was essential. With the aesthetic enhancements provided by the selected structure type
and Y-piers, specialized accent lighting was used to illuminate the river piers. These create a
dramatic statement of the river structure at dusk as illustrated in Figure 7.
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Fig. 7 River view at night

6. Drainage
Urban viaducts usually necessitate the use of a closed drainage system to carry roadway drainage
down to the ground. Attaching vertical drainpipes to the sides of the piers attracts the viewer’s eye
and significantly detracts from the structure’s appearance. This problem was solved for the Kellogg
Viaduct by locating drain scuppers at the piers and recessing the vertical drainpipes into the pier
columns. This detail fit nicely with the column chamfers and preserved the clean lines of the
structure. Recessing the drainpipe with adequate room for expansion eliminated the potential
problems associated with embedding the drainpipe within the column section (more complicated to
form and inaccessible for maintenance).

Fig. 9 Pier drain detail

Fig. 8 Vertical drainpipe detail

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7. Landscaping
Landscaping plans for Kellogg Avenue were formulated to create a favorable first impression. The
landscaping concept primarily consisted of three main objectives:
§ Screen and buffer undesirable views of the freeway
§ Screen and buffer undesirable views from the freeway
§ Create a landscape corridor through Wichita which is aesthetically pleasing for the driver
Special brick pavers were used for both sidewalks and street crossings in the vicinity of the viaduct,
and landscaping, trees and shrubs contribute to the aesthetic appeal of the project. The plantings
along the frontage roads provide a transition between the highway and the surrounding
neighborhoods, enhance distant views of the project, and serve as a noise barrier. Evergreen and
ornamental plants soften the visual impact of the freeway in residential areas and at interchanges
containing walls and bridge abutments. The landscaping plan creates an interesting contrast
between the light and dark, near and far, and the natural versus the built environment. As a result,
the roadway is more scenic, even through the heart of downtown.

8. Socio-economic Considerations
The Kellogg Avenue project is an important element in building a more efficient highway
transportation system for the city of Wichita. The improvements to Kellogg will encourage
redevelopment of the CBD and river bank areas. They reduce travel time, provide freeway
continuity, and enhance safety by reducing emergency vehicle response time, easing bottleneck
congestion and improving air quality. The cleaner lines and longer spans of this system enhance the
aesthetics of the river park and the business district by allowing visibility of the community from
one side of the viaduct to the other.

9. Public Participation
Soliciting and maintaining public participation is a key ingredient in the success of most major
urban projects. During the study phase, a review team was established to monitor and direct study
progress. Every two or three weeks, the team met to review work and formulate study policy. This
review policy helped to avoid delays and dispel misconceptions by establishing workable lines of
communication.
During construction, the city, its consultants and contractors were committed to informing the
public about construction progress and major changes in traffic patterns. The Kellogg public
information program, which included newsletters and news releases, kept Wichita citizens and local
media up-to-date on the construction schedule and alternate routes. The project office, located on
the job site, was easily accessible to the public and contained a model of the project to help citizens
understand the construction activities.

10. Conclusions
The new Kellogg Avenue Viaduct will play a key role in Wichita’s economic future. Improved
traffic flow on Kellogg is a critical element of Wichita’s downtown revitalization effort and
economic development. The CBD Viaduct, with its emphasis of functionality and aesthetics, proves
that attention to detail and design elegance, with economy, are possible in an urban environment.
Acknowledgements
The authors wish to express their thanks to all of the professionals whose knowledge, effort and
innovation contributed to the success of this project.
Owner: City of Wichita, Kansas USA
Consultant: HNTB, Inc.
Contractor: Martin K. Eby Construction, Inc.