Kansas Highways: Numbers 100-119


K-100

Historic South Endpoint: I-70 exit 357A, Topeka (1957-1978)

Historic North Endpoint: Ceder Crest (1957-1978)

Historic Counties Served: Shawnee (1957-1978)

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 MPState MPJunction
101-50/0.0000.000US 166 (Begin K-101)
101-50/0.5500.550South city limits Edna
101-50/1.0491.049North city limits Edna
101-50/9.9989.998US 160 (end K-101)

AADT (2019)

LocationCountTruck %
US 166 to Edna 1,5403.9%
In Edna1,4404.2%
Edna to MP 68555.8%
MP 6 to K-1608105.6%

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 MPState MPJunction
102-11/0.0000.000West Mineral (Begin K-102)
102-11/3.7193.719West city limits Roseland
102-11/5.0045.004K-7 (end K-102)

AADT (2019)

LocationCountTruck %
West Mineral to Roseland76011.2%
In Roseland1,0608.0%

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 MPState MPJunction
103-11/0.0000.000K-7 (Begin K-103)
103-11/2.4832.483West city limits Weir
103-11/3.7213.721East city limits Weir
103-11/6.9806.980US 69 (end K-103)

AADT (2019)

LocationCountTruck %
K-7 to Weir57017.5%
In Weir93016.7%
Weir to US 6986512.1%

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 MPState MPJunction
104-85/0.0000.000K-4 (Begin K-104)
104-85/2.0062.006Mentor Road
104-85/2.2752.275I-135 (end K-104)

AADT (2019)

LocationCountTruck %
Old US 81 from K-4 to Mentor Road2,4507.6%
Mentor Road from old US 81 to I-13577014.3%

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)
Junction Toronto Dam road (1961-1965)
West end of Toronto Lake Dam (1965-1996)
Toronto Lake State Park enterance(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 demise of the town. As a compromised, a spur was established on January 13, 1941. The number was assigned in sequence. Brought in as a gravel road, it was reconstructed and paved in 1950.

With the construction of Toronto Dam, a new road was 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 MPState MPJunction
105-104/0.0000.000Toronto Lake State Park (Begin K-103)
105-104/7.2767.276East city limits Toronto
105-104/8.0798.079North city limits Toronto
105-104/10.42510.425US 54 (end K-105)

AADT (2019)

LocationCountTruck %
Toronto State Park to MP 212516.0%
MP 2 to Toronto24010.4%
In Toronto5105.9%
Toronto to US 545605.4%

K-106

Length: 16.254 miles

Endpoionts:

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 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 MPState MPJunction
106-72/0.0000.000K-18 (Begin K-106)
106-72/7.5397.539South city limits Minneapolis
106-72/9.0619.061East city limits Minneapolis
106-104/10.42010.420US 81
106-72/11.93211.932Old US 81
106-72/16.25416.254Ottawa County State Park (end K-106)

AADT (2019)

LocationCountTruck %
K-18 to MP 67805.8%
MP 6 to Minneapolis6157.3%
In Minneapolis2,7504.5%
Minneapolis to US 811,9506.7%
Along old US 811,0401.4%
Old US 81 to Ottawa County State Park2755.5%

K-107

Length: 3.83 miles

South Endpoint: Junction K-32 in Edwardsville

North Endpoint: Junction US 2440 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

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: Junction 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:
Junction US 40 north of Kanapolis (1948-1967)
Junction 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 MPState MPJunction
111-27/0.0000.000North city limits Kanopolis (Begin K-111)
111-27/1.5831.583K-140
111-27/5.3345.334K-156 (end K-111)

AADT (2019)

LocationCountTruck %
Kanopolis to K-1404957.1%
K-140 to K-15622013.6%

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)

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 MPState MPJunction
113-81/0.0000.000K-18 (Begin K-113)
113-81/0.8980.898Amherst Avenue
113-81/1.5531.553Anderson Avenue
113-81/2.5592.559Kimball Avenue
113-81/3.5993.599North city limits Manhattan
113-81/3.8503.850Marlatt Avenue
113-81/5.6315.631US 24 (end K-113)

AADT (2019)

LocationCountTruck %
K-18 to Amherst Avenue19,2001.7%
Amherst Avenue to Anderson Avenue18,9001.7%
Anderson Avenue to Kimbell Avenue13,7002.2%
Kimball Avenue to north city limits Manhattan9,4703.2%
North city limits Manhattan to Marlatt Avenue7,5504.0%
Marlatt Avenue to US 244,9906.0%

K-113 (1936)

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: Junction 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 and re-aligned in its entirety in 2012 as part of upgrading K-18 between Junction City and Manhattan to a four-lane freeway.


K-114 (1950)

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 MPState MPJunction
16-43/15.3250.000US 75 (Begin K-116, concurrent with K-16)
16-43/16.6151.290East city limits Holton
16-43/18.831
116-43/3.506
3.506East Junction K-116
(K-116 leaves K-16)
116-43/9.512
116-3/0.000
9.512Jackson/Atchison County line
116-3/12.14712.147West junction US 159
116-3/12.79722.309East junction US 159
116-3/16.63426.146US 59 (end K-116)

AADT (2019)

LocationCountTruck %
K-16 from US 75 to east city limits Holton8,2501.3%
K-16 from Holton to East junction K-16/K-1162,1105.2%
K-16 to MP 61,0809.7%
MP 6 to MP 1465016.9%
MP 14 to west junction US 15961017.2%
US 159/K-116 concurrency1,22011.1%
East junction US 159 to us 5968515.3%

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 MPState MPJunction
117-77/0.0000.000US 36 (Begin K-117)
117-77/5.9775.977Herndon
117-77/11.97711.977K-156 (end K-111)

AADT (2019)

LocationCountTruck %
US 36 to Herndon29015.5%
Herndon to Nebraska State Line32014.1%

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.