K-100 (1957-1978)
Historic South Endpoint: I-70 exit 357A, Topeka
Historic North Endpoint: Ceder Crest
Historic Counties Served:
History
K-100 was established June 12, 1957 to serve the Cedar Crest governor’s mansion. It was turned back to the city of Topeka upon the implementation of the 1978 Kansas Legislature’s Proposal 61, disallowing KDOT from maintaining intra-city routes, on April 21, 1978.
K-101
Length: 9.998 miles
South Endpoint: Junction US 166 near Edna
North Endpoint:
South City Limits of Edna (1937-1950)
Edna Cemetary north of Edna (1950-1954)
Junction US 160 west of Altamount (1954-present)
Counties Served: Labette
History
K-101 was established May 26, 1937 as a spur from US 166 to Edna. The number was assigned in sequence. It was brought on to the state highway system as a blacktop road. It was extended north to K-96 (now US 160) between 1950 and 1954.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 101-50/0.000 | 0.000 | US 166 (Begin K-101) |
| 101-50/0.550 | 0.550 | South city limits Edna |
| 101-50/1.049 | 1.049 | North city limits Edna |
| 101-50/9.998 | 9.998 | US 160 (end K-101) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| US 166 to Edna | 1,540 | 3.9% |
| In Edna | 1,440 | 4.2% |
| Edna to MP 6 | 855 | 5.8% |
| MP 6 to K-160 | 810 | 5.6% |
K-102
Length: 5.004 miles
West Endpoint: Northwest 50th Street/Lyle Street, West Mineral
East Endpoint: Junction K-7, Roseland/Scammon
County Served: Cherokee
History
K-102 was established October 11, 1940 to connect the mining village of West Mineral to the state highway system. The number was assigned in sequence. K-103 and the first K-104 were designated on the same day. It was blacktopped by September of 1941.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 102-11/0.000 | 0.000 | West Mineral (Begin K-102) |
| 102-11/3.719 | 3.719 | West city limits Roseland |
| 102-11/5.004 | 5.004 | K-7 (end K-102) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| West Mineral to Roseland | 760 | 11.2% |
| In Roseland | 1,060 | 8.0% |
K-103
Length: 6.980 miles
Endpoints
1940-1943; 1958-present
West Endpoint:K-7 west of Weir.
East Endpoint: US 69 east of Weir
Proposed 1942-1943
South Endpoint: North City Limits of Weir
North endpoint: Proposed US 160 north of Weir
1943-1958
West Endpoint: US 160 South of McCune
East Endpoint: US 69 east of Weir
County Served: Cherokee
Historic County Served: Crawford (1943-1958)
History
K-103 was established October 11, 1940 to connect the city of Weir to the state highway system. The number was assigned in sequence; K-102 and the first K-104 were designated on the same day. It was blacktopped by September of 1941.
In 1942, it was proposed to remove the newly-paved link through Weir and replace it with a spur connecting with a proposed relocation of US 160 along the Crawford/Cherokee county line north of Weir. However, conditions brought on by World War II delayed the project. In 1943, the proposed spur was abandoned and K-103 was assigned to the proposed project west of K-7. The delayed project was blacktopped by 1954, and the US 160 designation applied on July 9, 1958.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 103-11/0.000 | 0.000 | K-7 (Begin K-103) |
| 103-11/2.483 | 2.483 | West city limits Weir |
| 103-11/3.721 | 3.721 | East city limits Weir |
| 103-11/6.980 | 6.980 | US 69 (end K-103) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| K-7 to Weir | 570 | 17.5% |
| In Weir | 930 | 16.7% |
| Weir to US 69 | 865 | 12.1% |
K-104
Length: 2.275 miles
South Endpoint: Junction K-4 south of Mentor
North Endpoint: I-135/US 81 exit 86
Counties Served: Saline
History
K-104 was designated January 27, 1967 connecting K-4 north to I-35W, replacing a short segment of US 81, along with a connecting segment of Mentor Road. The Mentor Road segment was constructed as part of I-35W from Mentor Road to I-70. The number was derived from K-4.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 104-85/0.000 | 0.000 | K-4 (Begin K-104) |
| 104-85/2.006 | 2.006 | Mentor Road |
| 104-85/2.275 | 2.275 | I-135 (end K-104) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| Old US 81 from K-4 to Mentor Road | 2,450 | 7.6% |
| Mentor Road from old US 81 to I-135 | 770 | 14.3% |
K-104 (1940-1958)
Length: 6.985 miles
Endpoints
1940-1942
West Endpoint: US 69 in Pittsburg
East Endpoint: Route H at the Missouri State Line east of Pittsburg
Proposed 1942-1943
Southwest Endpoint: US 160 South of McCune
Northeast Endpoint: US 69/K-126 in Pittsburg
1943-1958
West Endpoint: K-7/K-103 near Cherokee.
East Endpoint: US 69/K-57 south of Pittsburg
Counties Served: Crawford (1940-1958), Cherokee (1943-1958)
History
K-104 was established October 11, 1940 to connect US 69 in Pittsburg to Missouri Supplemental Route H at the state line east of Pittsburg. The number was assigned in sequence; K-102 and K-103 were designated on the same day. It was blacktopped by September of 1941.
By 1942, Missouri changed the connecting route from a lettered supplemental route to a numbered state highway. As the number 104 was already in use in eastern Missouri, both states agreed on a new number: 126. At the same time, a new alignment for US 160 was proposed along the Crawford/Cherokee Line, and K-104 was proposed for the existing US 160 alignment. However, conditions brought on by World War II delayed the project. In 1943, K-104 was assigned to the proposed new alignment from K-7 east to US 69. The delayed project was blacktopped by 1954, and the US 160 designation applied on July 9, 1958. The former US 160 was designated as an extension of K-126 instead of K-104 as originally planned.
K-105
Length: 10.425 miles
South Endpoint:
North City limits of Toronto (1941-1961)
Toronto Dam road (1961-1965)
West end of Toronto Lake Dam (1965-1996)
Toronto Lake State Park entrance (1996-present)
North Endpoint: US 54 north of Toronto
Counties Served: Woodson
History
When US 54 was being designed to be improved, it was slated to take a more direct route, bypassing Toronto. The citizens of Toronto opposed the plan, feeling that it would lead to the town’s demise. As a compromise, a spur was established on January 13, 1941. The number was assigned in sequence. It was built as a gravel road and reconstructed and paved in 1950.
With the construction of the Toronto Dam, a new road was constructed from the east city limits of Toronto to the east side of the Toronto Dam. The new road was completed in 1961 as an extension of K-105. K-105 was subsequently extended twice: across the dam in 1965, and to the entrance to the State Park in 1996
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 105-104/0.000 | 0.000 | Toronto Lake State Park (Begin K-105) |
| 105-104/7.276 | 7.276 | East city limits Toronto |
| 105-104/8.079 | 8.079 | North city limits Toronto |
| 105-104/10.425 | 10.425 | US 54 (end K-105) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| Toronto State Park to MP 2 | 125 | 16.0% |
| MP 2 to Toronto | 240 | 10.4% |
| In Toronto | 510 | 5.9% |
| Toronto to US 54 | 560 | 5.4% |
K-106
Length: 16.254 miles
Endpoints:
1944-1949
West Endpoint: East City Limits of Minneapolis
East Endpoint: US 81 southeast of Minneapolis
1949-1958
South Endpoint: US 81 southeast of Minneapolis
North Endpoint: US 81 northeast of Minneapolis
1958-1994
Southwest Endpoint: K-18 south of Minneapolis.
Northeast Endpoint: US 81 southeast of Minneapolis
1994-present
Southwest Endpoint: K-18 south of Minneapolis.
Northeast Endpoint: Ottawa County State Fishing Lake
Counties Served: Ottawa
History
K-106 was established on July 7, 1944 to connect a relocated US 81 to Minneapolis. The number was assigned in sequence.
On May 25, 1949, K-106 was changed from a spur route to a loop route with the designation of a second connection from US 81 on the north end of town.
On July 11, 1956, the state agreed to maintain a existing county road between K-18 and Minneapolis if the county agreed to upgrade it to state standards. The state accepted the road on July 16, 1958. At that point, the north end of the loop was turned back.
In 1994, US 81 was widened to 4 lanes from Minneapolis north, including converting the intersections with K-106 and K-93 to a single diamond interchange. As part of the project, K-106 was extended southeast on a bypassed 2-lane segment of US 81 to K-93, then replacing K-93 east to the Ottawa County State Fishing Lake.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 106-72/0.000 | 0.000 | K-18 (Begin K-106) |
| 106-72/7.539 | 7.539 | South city limits Minneapolis |
| 106-72/9.061 | 9.061 | East city limits Minneapolis |
| 106-104/10.420 | 10.420 | US 81 |
| 106-72/11.932 | 11.932 | Old US 81 |
| 106-72/16.254 | 16.254 | Ottawa County State Park (end K-106) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| K-18 to MP 6 | 780 | 5.8% |
| MP 6 to Minneapolis | 615 | 7.3% |
| In Minneapolis | 2,750 | 4.5% |
| Minneapolis to US 81 | 1,950 | 6.7% |
| Along old US 81 | 1,040 | 1.4% |
| Old US 81 to Ottawa County State Park | 275 | 5.5% |
K-107 (1937-1978)
Length: 3.83 miles
South Endpoint: Junction K-32 in Edwardsville
North Endpoint: Junction US 24–40 in KCK
Counties Served: Wyandotte
K-107 was established March 1, 1937 as part of the 1937 expansion of the highway system. Its numbered was a derivative of parallel K-7.
It was turned back to the cities of Kansas City and Edwardsville upon the implementation of the 1978 Kansas Legislature’s Proposal 61, disallowing KDOT from maintaining intra-city routes, on April 21, 1978. It became known as 110th Street.
During its tenure as a state highway, K-107 did not connect to I-70. An interchange between 110th Street and I-70 was eventually built in 1995
K-108 (1946-2004)
Length: 1.5 miles
Endpoints
1946-1960
West Endpoint: Junction US 59 southwest of Erie
East Endpoint: West City Limits of Erie
1960-2004
South Endpoint: Junction US 59 southwest of Erie
North Endpoint: Junction US 59 northwest of Erie
Counties Served: Neosho
History
K-108 was established on August 28, 1946 as a spur from US 59 to Erie. Its number was assigned in sequence. On November 10, 1960, a second connection was added to the state highway system and K-108 was made into a loop route.
K-108 was turned back to the City of Erie on July 19, 2004, as Erie had annexed out to US 59
K-109
Proposed West Endpoint: East city limits of Liberty
Proposed East Endpoint: US 169 east of Liberty
Proposed County Served: Montgomery
History
Based on anecdotal evidence and plans found in the KDOT archives labeled “109-63 S-214,” the number 109 was assigned in 1946 to a proposed spur between the town of Liberty and a relocated US 169 under development which would bypass the town. The number was assigned in sequence, as K-108 and K-110 were established in 1946.
While the US 169 relocation was completed in 1947, the spur highway was never established. The bridge replacement contemplated in the 1946 plans was completed as part of a larger project also numbered ‘S-214’ in 1957, but as a county-maintained secondary road.
K-110
Length: 1.760 miles
South Endpoint: Junction US 36 south of Axtell
North Endpoint: South City Limits of Axtell
Counties Served: Marshall
AADT (2019): 1,170 (6.0% truck)
History
K-110 was established May 26, 1948 on an existing section-line road that had been graded and graveled by Marshall County between 1941 and 1946. The number was assigned in sequence. K-110 was blacktopped by 1947.
K-111
Length: 5.334 miles
South Endpoint: North City Limits of Kanapolis
North Endpoint:
US 40 north of Kanapolis (1948-1967)
K-156 northeast of Ellsworth (1967-present)
Counties Served: Ellsworth
History
K-111 was established September 29, 1948. The route was blacktopped by Ellsworth County prior to turning the road over to the State Highway Commission. The number was assigned in sequence.
In 1967, K-111 was extended north to the newly-constructed US 156, as the existing US 40 was slated to be turned back to Ellsworth County. Although the former US 40 was ultimately retained and re-designated K-140, the extension of K-111 was not rescinded.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 111-27/0.000 | 0.000 | North city limits Kanopolis (Begin K-111) |
| 111-27/1.583 | 1.583 | K-140 |
| 111-27/5.334 | 5.334 | K-156 (end K-111) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| Kanopolis to K-140 | 495 | 7.1% |
| K-140 to K-156 | 220 | 13.6% |
K-112
Length: 2.483 miles
South Endpoint: Junction US 36 south of Esbon
North Endpoint: South City Limits of Esbon
Counties Served: Jewell
AADT (2019): 320 (12.5% truck)
History
The K-112 designation was assigned on November 10, 1948 to a new road from US 36 to Esbon. The number was assigned in sequence.
The highway was constructed in 1949 as a blacktop road and was accepted by the Highway Commission on March 30, 1950.
K-113
Length: 5.631 miles
South Endpoint: K-18 in the southwest part of Manhattan
North Endpoint: US 24 northwest of Manhattan
Counties Served: Riley
History
K-113 was first developed as part of a November 10, 1960 resolution as a re-designation and extension of an existing US 24 spur north to the proposed K-213 northwest of Manhattan. Like the first K-113, the number was a derived from K-13. The extension was initially constructed as a two-lane facility with a diamond interchange with the then-US 24 at Anderson Avenue. The intersection with Kimbell Avenue was changed to a diamond interchange in 1973.
K-113 was widened to four lanes between K-18 and Marlatt Avenue in 1996.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 113-81/0.000 | 0.000 | K-18 (Begin K-113) |
| 113-81/0.898 | 0.898 | Amherst Avenue |
| 113-81/1.553 | 1.553 | Anderson Avenue |
| 113-81/2.559 | 2.559 | Kimball Avenue |
| 113-81/3.599 | 3.599 | North city limits Manhattan |
| 113-81/3.850 | 3.850 | Marlatt Avenue |
| 113-81/5.631 | 5.631 | US 24 (end K-113) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| K-18 to Amherst Avenue | 19,200 | 1.7% |
| Amherst Avenue to Anderson Avenue | 18,900 | 1.7% |
| Anderson Avenue to Kimbell Avenue | 13,700 | 2.2% |
| Kimball Avenue to north city limits Manhattan | 9,470 | 3.2% |
| North city limits Manhattan to Marlatt Avenue | 7,550 | 4.0% |
| Marlatt Avenue to US 24 | 4,990 | 6.0% |
K-113 (1936-1958)
South Endpoint: Junction K-13 southeast of Blue Rapids
North Endpoint: Junction US 77/K-9 in Blue Rapids
Counties Served: Marshall
History
The first K-113 was established c. 1936 to connect K-13 to US 77 along the Big Blue River valley. The number was derived from K-13
The construction of the Tuttle Creek Dam resulted in the road becoming part of the lake’s flood control pool. It was withdrawn from the state highway system on November 19, 1958
K-114
Length: 0.722 miles
Northwest Endpoint: East City Limits of Ogden
Southeast Endpoint: K-18 east of Ogden
Counties Served: Riley
History
K-114 was established via a May 9, 1973 State Highway Commission resolution as a spur from the relocated K-18 into Ogden using a portion of the former K-18. The reason for this number being backfilled for this spur is unknown.
The route was reconstructed on a new alignment in 2012 as part of upgrading K-18 between Junction City and Manhattan to a four-lane freeway.
K-114 (1950-1964)
Length: 0.376 miles
South Endpoint: Junction US 73 south of Everest
North Endpoint: South City limits of Everest
Counties Served: Brown
History
K-114 was established via a July 12, 1950 Highway Commission resolution as a spur from US 73 to Everest. Its number was assigned in sequence. When it was brought in to the system, it had already been blacktopped. The first K-114 was re-designated K-20 August 12, 1964 as part of the reconstruction of US 73 between Everest and Lancaster.
K-115
Length: 0.650 miles
West Endpoint: East City Limits of Palmer
East Endpoint: K-9/K-15 east of Palmer.
Counties Served: Washington
AADT (2019): 515 (18.4% truck)
History
K-115 was established as a spur from K-9/K-15 in a April 10, 1946 Highway Commission resolution. Its number was presumably derived from K-15. The route was blacktopped by 1947.
K-116
Length: 26.146 miles
West Endpoint: US 75 in Holton (concurrent with K-16)
East Endpoint:
US 159 north of Nortonville (1937-1957)
Junction US 59 near Cummings (1957-present)
Counties Served: Jackson, Atchison
History
K-116 was established in a January 7, 1937 Highway Commission Resolution. The number was derived from nearby K-16. It was gravel by 1941 and blacktopped by 1947. When the new US 59 alignment between Nortonville and Cummings was opened in 1957, K-116 was extended east along the former alignment of US 59 from US 159 to Cummings.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 16-43/15.325 | 0.000 | US 75 (Begin K-116, concurrent with K-16) |
| 16-43/16.615 | 1.290 | East city limits Holton |
| 16-43/18.831 116-43/3.506 | 3.506 | East Junction K-116 (K-116 leaves K-16) |
| 116-43/9.512 116-3/0.000 | 9.512 | Jackson/Atchison County line |
| 116-3/12.147 | 21.659 | West junction US 159 |
| 116-3/12.797 | 22.309 | East junction US 159 |
| 116-3/16.634 | 26.146 | US 59 (end K-116) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| K-16 from US 75 to east city limits Holton | 8,250 | 1.3% |
| K-16 from Holton to East junction K-16/K-116 | 2,110 | 5.2% |
| K-16 to MP 6 | 1,080 | 9.7% |
| MP 6 to MP 14 | 650 | 16.9% |
| MP 14 to west junction US 159 | 610 | 17.2% |
| US 159/K-116 concurrency | 1,220 | 11.1% |
| East junction US 159 to us 59 | 685 | 15.3% |
K-117
Length: 11.977 miles
South Endpoint: Junction US 36 south of Herdon
North Endpoint: Nebraska State Line north of Herndon
Counties Served: Rawlins
History
K-117 was established in a May 26, 1937 Highway Commission Resolution connecting US 36 with Nebraska Highway 17. The number was derived from NE 17. It was blacktopped by 1950.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 117-77/0.000 | 0.000 | US 36 (Begin K-117) |
| 117-77/5.977 | 5.977 | Herndon |
| 117-77/11.977 | 11.977 | Nebraska State Line (end K-117) |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| US 36 to Herndon | 290 | 15.5% |
| Herndon to Nebraska State Line | 320 | 14.1% |
K-119
Length: 0.761 miles
South Endpoint: Junction K-9/K-148 south of Greenleaf
North Endpoint: South City Limits of Greenleaf
Counties Served: Washington
K-119 was established in a October 8, 1947 Highway Commission resolution as a spur from K-9/K-15E to Greenleaf. Its number was assigned in sequence. It was blacktopped by 1948 and reconstructed in 1973.