Kansas Highways: Numbers 1-13

K-1

Length: 13.363 miles

South Endpoint: OK 34 at the Oklahoma State Line

North Endpoint:
Junction US 83 near Woodruff (1926-1941)
Junction US 160–183 south of Coldwater. (1941-present)

County Served: Comanche

Historical Counties Served:
Kiowa, Edwards, Pawnee, Rush, Ellis, Rooks, Phillips (1926-1941)

Junction Guide

AADT (2021)

K-2

Length: 61.516 miles

Southwest Endpoint:
Junction US 160 in Harper (1937-1962)
Junction US 281 west of Kiowa (1962-present)

Northeast Endpoint:
Junction K-42 in Norwich (1937-1950)
Junction US 54 in Wichita, concurrent with K-42 (1963-1994)
Junction K-42 east of Norwich (1950-1963; 1994-present)

Counties Served:
Barber, Harper, Kingman, Sumner

Historical County Served:
Sedgwick (1963-1994)

Junction Guide

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AADT (2021)

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K-2 (1926-1930)

West Endpoint:
CO 102 at the Colorado State Line west of St. Francis.

East Endpoint:
Junction K-22 at Norton

Historic Counties Served:
Cheyenne, Rawlins, Decatur, Norton

K-3

Length: 43.262 miles

South Endpoint:
Junction K-47 6 miles west of Girard

North Endpoint:
Junction K-31 3 miles west of Blue Mound

Counties Served:
Crawford, Bourbon, Linn

Junction Guide

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AADT (2019)

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K-4

Length: 369.079 miles

West Endpoint:
Junction US 83 North of Scott City

East Endpoint:
Missouri State Line, Atchison (1927-1994; concurrent with US 59 after 1934)
Junction US 59 Southeast of Nortonville (1994-present)

Counties Served:
Scott, Lane, Ness, Rush, Barton, Rice, Ellsworth, McPherson, Saline, Dickinson, Morris, Wabaunsee, Shawnee, Jefferson

Historic County Served:
Atchison (1926-1994)

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K-4A

Length: 1.027 miles

South Endpoint:
Junction K-4 South of Nortonville

Northeast Endpoint:
Junction US 59 east of Nortonville, concurrent with US 159

County Served:
Jefferson

Junction Guide

AADT (2021)

K-5

Length: 24.072 miles

Southeast Endpoint:
proposed US 60 west of Galena (proposed 1925)
US 69 in Kansas City

Northwest Endpoint:
Nebraska State line north of Reserve (proposed 1925)
Junction US 73/K-7 In Leavenworth

Counties Served:
Wyandotte, Leavenworth

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History

The original proposal for K-5 called for it to be a cross-state highway along the easternmost tier of Kansas counties. In the final Kansas highway numbering plan, K-5 was replaced by US 73E and US 73, except for a short segment between Galena and Crestline, which became part of K-96, and a the segment between Kansas City and Lansing via Wolcott, which became the route for K-5 in the final 1926 numbering plan.

K-5 was paved in Wyandotte County by 1932. The Leavenworth County segment was graveled by 1933 and paved by 1941.

The construction of Wyandotte County Lake caused a gap in the original K-5 route. A new alignment around the west side of the lake was posted as “Detour K-5,” with the unaffected part of the old alignment maintained by the state. The detour lasted until I-435 was completed in the area by 1987, and K-5 was re-routed on 435 between Wolcott Drive and Leavenworth Road.

I-635 was originally planned to turn east just north of K-5, meet US 69, then turn north and cross into Missouri on the Fairfax. By 1969, the plans were changed so that 635 crossed the Missouri River on a new bridge. To compensate for the relocation of I-635, a spur to the Fairfax District was constructed. The new freeway was completed around 1976, and was subsequently designated as K-5.

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Junction Guide

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K-6

South Endpoint:
Oklahoma state line south of Chetopa (proposed late 1925)
US 59 at Erie (1926-1960)

North Endpoint:
K-7 at Osawatomie (1926-1935)
US 54/K-52 near Welda (1935-1960)

Historic Counties Served:
Labette, Neosho, Allen (1926-1960)
Anderson, Franklin, Miami (1926-1935)

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History

In the 1925 highway numbering proposal, the route from Oklahoma State Highway 6 south of Chetopa to K-7 at Osawatomie was initially designated K-9 as part of a “grid pattern” of north-south highways. At some point, the proposed K-6 and K-9 designations were switched to allow route continuity with the Oklahoma highway. Ironically, after the route designations were switched, the Oklahoma segment was re-designated as US 73. The 1926 initial designation of K-6 started from US 73W at Erie.

K-6 was a dirt road from Greeley to Osawatomie, hard surfaced from Elsmore to Mildred, and gravel along the rest of the route. Hard-surfacing had extended from Mildred to Kincaid by 1933. In 1934, US 73W was re-designated as US 59, the segment of K-6 from Moran to Kinkaid was re-designated K-52, the segment between Kincaid was re-designated K-31, and the segment between Garnett and Osawatomie was re-designated K-16.

By 1940, K-6 had been aligned on a new route, with the new K-6 running north from US 59 at Erie to K-39, then east on K-39 to Stark. The segment between K-39 and Stark was paved by 1940, and from Stark to Elsmore by 1945.

By 1950, US 59 had been moved to the north. The segment between Erie and K-39 was re-designed as US 59/K-6 and had been hard-surfaced.

K-6 had been re-designated as US 59 in its entirety by 1962.

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K-6 (1925)

Proposed West Endpoint: K-22 in Selden

Proposed East Endpoint: Junction K-4 at Atchison

Proposed Counties Served:
Sheridan, Decatur, Norton, Phillips, Smith, Osborne, Mitchell, Cloud, Washington, Marshall, Nemaha, Jackson, Atchison

History

In the 1925 highway numbering proposal, K-6 was designated from Dresden to Atchison as part of a “grid pattern” of east-west highways. At some point, before the numbering plans were finalized, the proposed K-6 and K-9 designations were switched to allow K-6 to connect to Oklahoma 6.

Although the addition of US 73 and US 73W rendered the K-6/OK 6 continuity unnecessary, the final plan maintained the Dresden to Atchison highway as K-9.

K-7

Length: 243.984 miles

South Endpoint:
Oklahoma State Line, north of Picher, Oklahoma (concurrent with US 69 since 1935)

North Endpoint:
Junction US 40 in Bonner Springs (1926-1935)
Nebraska State Line north of White Cloud (1935-present)

Counties Served:
Cherokee, Crawford, Bourbon, Linn, Miami, Johnson, Wyandotte, Leavenworth, Atchison, Doniphan

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K-8

Length: 15.979 miles

South Endpoint:
Oklahoma State Line south of Kiowa (1926-1940)
Junction US 36 West of Athol (1940-present)

North Endpoint:
NE 10 at the Nebraska State Line (CG/JJW) south of Franklin, Neb.

County Served:
Smith

Historic Counties Served:
Barber, Pratt, Stafford, Barber, Russell, Osborne (1926-1940)

AADT (2019)

K-8 (Southern Segment)

Length: 1.275 miles

South Endpoint:
OK 8 at the Oklahoma State Line South of Kiowa

North Endpoint:
Junction K-2 in Kiowa

County Served:
Barber

Junction Guide

AADT (2021)

K-9

Length: 317.937 miles

West Endpoint:
Junction US 83 in Dresden (1926-1953)
Junction K-123 South of Dresden (1953-present)

East Endpoint:
Junction K-7 in Atchison, concurrent with US 73 (1926-1995)
Junction US 73 near Lancaster (1995-present)

Counties Served:
Sheridan, Decatur, Norton, Phillips, Smith, Osborne, Mitchell, Cloud, Washington, Marshall, Nemaha, Jackson, Atchison

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K-9 (1925)

Proposed South Endpoint: Oklahoma state line south of Chetopa

Proposed North Endpoint: Junction K-7 in Osawatomie

Proposed Counties Served:
Labette, Neosho, Allen, Anderson, Franklin, Miami

History

In the 1925 highway numbering proposal, K-9 was designated from Chetopa to Osawatomie as part of a “grid pattern” of north-south highways. At some point, before the numbering plans were finalized, the proposed K-6 and K-9 designations were switched to allow K-6 to connect to Oklahoma 6.

Although the addition of US 73 and US 73W rendered the K-6/OK 6 continuity unnecessary, the final plan maintained the K-6 designation over the segment of the route that was not made part of the US highway.

K-10

Length: 36.611 miles

West Endpoint:
US 50N at Herrington (1926-1956)
US 40, 6th and Iowa Street, Lawrence (1956-1996)
I-70/Kansas Turnpike Exit 197 northwest of Lawrence (1996-)

East Endpoint:
Missouri State Line, Kansas City (1926-1984)
I-435 exit 1B (de facto)/I-35 exit 222 (de jure) in Lenexa (1984-)

Counties Served:
Douglas, Johnson

Historical Counties Served:
Dickinson, Morris, Wabaunsee, Shawnee (1926-1956)
Jefferson (1926-1935)
Wyandotte (1926-1984)

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K-10 Spur

West Endpoint:
Junction K-10 at Shawnee Mission Parkway and Merriam Lane

East Endpoint: Junction I-35 and Shawnee Mission Parkway

Historic County Served: Johnson

K-11

Length: 16.662 miles

South Endpoint: Junction US 54–400 west of Kingman.

North Endpoint: Junction K-61 southwest of Arlington

Counties Served: Kingman, Reno

Junction Guide

AADT (2021)

K-11 (1926-1938)

South Endpoint:
Oklahoma State Line in Elgin (1927-1936)
Oklahoma State Line South of Chautauqua (1936-1938)

North Endpoint:
NE 65 at the Nebraska State Line north of Summerfield

Counties Served:
Chautauqua, Elk, Greenwood, Lyon, Wabaunsee, Pottawatomie, Marshall

K-11 (1940-1959)

South Endpoint: Oklahoma State Line South of Kiowa

North Endpoint: Junction K-14 in Kiowa.

County Served: Barber

K-12

Length: 15.321 miles

Southwest Endpoint:
Junction K-7 north of Olathe (proposed 1965-1983)
Junction K-7 on Shawnee Mission Parkway in Shawnee (1984-1987)

Northeast Endpoint:
Junction I-35/I-435 in Lenexa (proposed 1965-1983)
Missouri State Line on Southwest Blvd, Kansas City (1984-1987)

Historic Counties Served: Johnson, Wyandotte

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K-12 was initially designated in 1965 for a proposed freeway from I-35 and I-435 west to K-7 along 103rd Street to connect with a future extension of K-10.

Although the proposed K-12 was designated first, it was the last part of the Lawrence-Kansas City freeway to begin construction in 1980. Grading was completed by August of 1982 when work on the highway was suspended.

In December of 1983, KDOT switched the designations of K-10 and K-12 east of K-7. A year later, the new freeway between K-7 and I-435 was opened as K-10, and the original K-10 between K-7 and the Missouri line was officially re-designated as K-12

In 1983, only the westernmost 85 feet of K-12 was in rural Johnson County, with the remainder within the city limits of Shawnee, Merriam, and Kansas City. By 1987, Shawnee had annexed out past K-7. With the entire route urbanized, K-12 was turned back to the respective cities and removed from the State Highway system.

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K-12 Spur

West Endpoint:
Junction K-12 at Shawnee Mission Parkway and Merriam Lane

East Endpoint: Junction I-35 and Shawnee Mission Parkway

Historic County Served:
Johnson (1984-1987)

History

When K-10 east of K-7 was re-designated as K-12, the short segment of the Shawnee Mission Parkway connecting Merriam Drive to I-35 was re-designated as a spur of K-12 from a spur of K-10. The designation was removed from the highway system in 1987 along with its parent.

K-12 (1925 proposal)

Proposed West Endpoint:
US 40 at Leonardville, concurrent with US 77

Proposed East Endpoint: K-4 at Valley Falls

Proposed Counties Served: Pottawatomie, Jackson, Jefferson

History

In the first draft of the Kansas highway numbering plan, the highway from Leonardville to Valley Falls via Onaga and Holton was to have been designated as highway 12. This designation would have been designated as part of a rough grid of east-west highways.

Changes in the US highway system proposal affected this highway’s final designation. The addition of US 24 and US 36 in Missouri resulted in changes to the Missouri Highway system. Missouri Highway 24 was re-numbered MO 52 and the connecting Kansas Highway was changed from 24 to 56. MO 36 was renumbered MO 12, and the K-12 designation was moved there. The number 24 was backfilled to become the designation of this highway when the Kansas Highway numbering plan was finalized.

K-12 (1926-1937)

West Endpoint:
Junction K-27 at Elkhart (1927-1928)
Junction K-27 at Richfield (1928-1937)

East Endpoint:
Missouri State Line East of Frontenac (1927-1930)
Junction US 83 north of Liberal (1930-1937)

Historic Counties Served:
Morton, Stevens, Meade (1927-1937)
Clark, Comanche, Kiowa, Barber, Harper, Sumner, Cowley, Chautauqua, Montgomery, Labette, Cherokee (1927-1930)

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In the early drafts of the state highway system, this cross-state route was designated K-36 to match the connecting Missouri highway. As a result of the addition of US 36 to the US numbered system, Missouri re-designated its highway 36 as MO 12, and Kansas changed the designation on its side accordingly.

In 1930, a new US highway, US 160 was designated, supplanting K-12 east of US 83. The segment between Richfield and US 83 remained until it was re-designated as an extension of K-51 in 1937.

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K-12 (1940-1950)

Historic West Endpoint:
Junction US 66 in Baxter Springs

Historic East Endpoint:
Missouri State Line East of Baxter Springs

Historic County Served:
Cherokee

History

The K-12 designation was revived for a new highway between US 66 and the State Border in the southeast corner of the state. Starting out as a dirt road, the highway was quickly hard-surfaced. By 1950, Missouri had connected this roadway into Joplin, and the road was re-designated as an extension of US 166.

K-13

Length: 14.617 miles

South Endpoint:
Junction US 77 Near Degraff (1926-1932)
Junction US 77 Near El Dorado (1932-1964)
Junction US 24 in Manhattan, concurrent with US 24/K-177 (1964-1991)
Junction US 24 Northwest of Rocky Ford (1991-present)

North Endpoint:
Junction US 40 near Manhattan (1926-1933)
Junction K-9 near Barrett (1933-1961)
Junction K-16 South of Fostoria (1961-present)

Counties Served: Riley, Pottawatomie

Historic Counties Served:
Butler, Chase, Morris, Geary (1926-1964)
Marshall (1933-1961)

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K-13 originally ran from US 77 near DeGraff through Cassoday, Cottonwood Falls, Council Grove, and Alta Vista to US 40 near Manhattan. Only the section between Matfield Green and Strong City was gravel.

By 1932, the south end was moved from DeGraff to El Dorado. By 1933, the segment between El Dorado and Matfield Green was graveled and was extended north along a new alignment along the Blue River, crossing the Blue River at Garrison and continuing northeast to K-9 near Barrett. The portion south between Garrison and K-9 was gravel, the remainder remained dirt.

By 1936, K-13 had been graveled from Council Grove to Alta Vista and from Manhattan to Garrison. The entire route was gravel by 1945. By 1950, 13 had been hard-surfaced between Strong City and Alta Vista and between Manhattan and Garrison. By 1953, it was hard-surfaced from the new “straight shot” north to Manhattan. By 1956, the only sections not hard-surfaced were from Strong City north to the Butler/Morris county line, for a short stretch near Alta Vista, and from the junction with K-16 near Randolph to the north end at Barrett.

The filling of the Big Blue River Valley for Tuttle Creek Lake in 1962 flooded K-13 north of Manhattan. As a consequence, K-13 was realigned, heading north from Manhattan across the Tuttle Creek Dam, then northeast to K-16 near Fostoria.

By 1965, K-13 south of Manhattan was re-designated as K-177.

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Junction Guide

AADT (2019)