Length: 434.462 miles
West Endpoint:
Junction US 40N/US 40S, Manhattan (1926-1935)
Colorado State Line west of Weskan (1935-present)
East Endpoint:
Missouri State Line in Kansas City
Counties Served:
Wallace, Logan, Gove, Trego, Ellis, Russell, Lincoln, Ellsworth, Saline, Dickinson, Geary, Riley, Wabaunsee, Shawnee, Douglas, Leavenworth, Wyandotte
Historical Counties Served:
Pottawatomie (1926-1957)
History
The predecessors to US 40 were among the first highways in the state to be paved. The first stretch of concrete was laid down for part of the Fort to Fort highway west of Kansas City (Today known as Victory Drive and Parallel Parkway) in 1920 and 1921.
The original plan for US 40 through Kansas called for it to be routed on the Golden Belt Highway from Kansas City, through Lawrence and Topeka, to Manhattan, then west on the Midland Trail via Colby and Goodland before hitting the Colorado line at Kanorado. The Golden Belt (also known as the Victory Highway) through Abilene, Salina, Ellsworth, Hays, and Oakley would have been US 340.
The towns along the Golden Belt protested, claiming that the Midland Trail got the nod because it passes through the hometown of Highway Commission Davidson. A meeting was held with the Victory Highway cities on December 18, 1925, leading to a compromise where the Midland Trail became US 40N, while the Victory became US 40S.
East of Manhattan, the Golden Belt/Victory Highway was also known as the Fort to Fort Highway (connecting Fort Riley with Fort Leavenworth). Between Topeka and Lawrence, a newly paved highway on the south side of the Kansas River had been completed in 1923, while the Golden Belt on the north side of the Kaw had not yet been paved. Therefore, the US 40 designation was diverted from the Golden Belt to the newer Lawrence-Topeka road, while the bypassed segment of the Golden Belt was made part of K-10.
A May 1935 article from the Lawrence Journal-World indicated that K-10 and US 40 would be switched between Lawrence and Topeka, easing congestion in Downtown Lawrence. However, by January of 1936, plans had changed when it was announced that US 24 would be extended west from Independence, Missouri to eliminate the US 40N/US40S split. The ‘battle’ between the Golden Belt and the Midland Trail that created the split in the first place would end up in favor of the former. West of Manhattan, US 40 replaced the mostly paved US 40S, while US 24 ran along the mostly gravel US 40N. US 24 and US 40 would run together between Manhattan and Topeka, and again between Lawrence and Kansas City. Between Topeka and Lawrence, US 24 was designated along K-10’s northern route and K-10 was moved to US 40’s southern route, but US 40 ultimately did not change alignment.
US 40 between Kansas City and K-7 was considered heavily trafficked and dangerous in the 1930’s. The State Highway Commission decided to build a new four lane facility. Although the new 4-lane was built as K-30, when the entire route was completed in 1937, the US 24/40 designation was moved on to the new route and the old road was turned back to Wyandotte County. The new US 24/40 was the first stretch of four-lane dual carriageway road in Kansas and the region.
In 1938, Wyandotte County experimented with colored concrete on stretches of US 40 through their county. The test showed that colored concrete was expensive and the color additive was prone to dissolving concrete.
The original Victory Highway/US 40S/US 40 ran through Fort Riley, which was considered a problem when World War II broke out. On May 25, 1942, the Army closed US 40 through the fort and rerouted traffic around the fort on US 24 and US 77. This closure lasted through the end of the war.
Between 1954 and 1956, US 40 was moved onto a new straight-shot alignment between Junction City and Topeka, bypassing Fort Riley. The Junction City-Topeka corridor was initially built as K-18 and K-10. K-18 would be moved to the old US 40 alignment between Junction City and Manhattan, and K-10 would be truncated to Lawrence. As the new Junction City-Topeka corridor was further improved to a four-lane freeway, the Interstate 70 designation would be added.
The initial plans for the Interstate highway system in Topeka did not include a freeway through downtown. Instead, US 40 would have bypassed the city to the north via the Westgate bridge and US 24. This proposal was scrapped when the Downtown freeway segment was added and designated as part of I-70 and US 40.
By 1964, I-70 was completed along a new alignment between Salina and Dorrance, bypassing Ellsworth. Initially, US 40 was maintained as a separate highway between Salina and Dorrance for a few years before being moved onto I-70. Initially, the road between Dorrance and K-141 was turned back, with old US 40 east to Salina designated as an extension of K-141. However, the highway commission elected to retain the old road from K-141 west to Ellsworth, which was subsequently designated K-140.
By the late 1990’s, the four-lane US 24/40 in Wyandotte County had its four-foot median filled in and became a four-lane arterial. In 1999, the segment between 118th Street and I-435 was rebuilt to a five-lane arterial to accompany the new Kansas Speedway and associated development. The segment between K-7 and 118th was rebuilt with a wide median in 2008. In exchange for upgrading this section of State Avenue, the Unified Government of Wyandotte County/Kansas City and US 24/40 agreed to the turn back of State Avenue east of K-7, and US 24/40 were relocated onto I-70. The interchange with K-7 was re-opened January 22, 2009, and reassurance signs started appearing along I-70 in February.
In 2015, the city of Lawrence agreed to take over West 6th Street between the South Lawrence Trafficway (K-10) and Iowa Street (US 59. As a consequence of this agreement, US 40 was re-routed along the SLT and Iowa Street to the 6th and Iowa intersection. Signage reflecting the new alignment of US 40 began to appear in April 2017.
Timeline
- 1920: Fort to Fort Highway paved from the Parallel Road to the west city limits of Kansas City West (today, known as Victory Drive in KCK)
- 1921: Parallel Road paved in rural Wyandotte County (from ~ 115th East to 94th)
- 1922:
- Lawrence-Topeka Road paved from the Shawnee/Douglas County Line to the West City Limits of Lawrence.
- Fort to Fort Highway Paved from Lawrence to Tonganoxie, including a spur from Washington Street to 4th Street in Tonganoxie.
- Fort to Fort Highway/Parallel Road paved west of Kansas City (from ~ 94th to 78th).
- 1923:
- Fort to Fort Highway paved along the Upper Silver Lake Road from Kiro to Topeka.
- Lawrence-Topeka Road paved from the East City Limits of Topeka to the Shawnee/Douglas County Line.
- 1924:
- Fort to Fort Highway paved from Tonganoxie east to 123rd Street in Wyandotte County
- Fort to Fort Highway/Parallel Road paved from 78th Street to Victory Drive
- 1925: Union Pacific Highway graded from St. George east 2.4 miles.
- 1926: The last segment of the Fort to Fort Highway/Parallel Road is paved in Wyandotte County (from 123rd East to 115th), creating a continuous paved road from Topeka to Kansas City
- 1927:
- Union Pacific Highway graded from 4.3 miles west of St. George to St. George.
- Victory Highway/US 40 paved from Silver Lake to Kiro.
- 1928:
- Graded from 4.3 miles west of St. Marys to St. Marys.
- Paved from 4.3 miles west of St. George to 1 mile east of St. George.
- 1929:
- Graveled from Manhattan to 4.3 miles west of St. George.
- Paved in Wamego.
- Graded from Wamego to 4.3 miles west of St. Marys, including a railroad overpass west of Belvue.
- Paved from 4.3 miles west of St. Marys to St. Marys.
- 1930:
- Paved from Manhattan to 4.3 miles west of St. George
- Graded from 1 mile east of St. George to Wamego.
- Paved from Wamego to 4.3 miles west of St. Marys.
- Paved from St. Marys to the Pottawatomie/Shawnee county line.
- A new paved alignment connecting K-10/US 73W with US 40 is built north of Lawrence, moving US 40 from North 7th to North 3rd.
- A railroad overpass is constructed in Tonganoxie.
- 1931:
- Paved from 1 mile east of St. George to Wamego.
- Paved from the Pottawatomie/Shawnee County line to Silver Lake. With this stretch of pavement completed, US 40 is now paved continuously from the US 40N/US 40S split in Manhattan to Kansas City.
- 1936: US 40 extended west from Manhattan to the Colorado line west of Weskan, replacing US 40S.
- Graveled from the Colorado state line to Grainfield.
- Medium blacktop from Grainfield to Wakeeney
- Concrete paved in Wakeeney.
- Medium blacktop from Wakeeney to Ellis
- Concrete paved in Ellis
- Medium blacktop from Ellis to Hays
- Concrete paved from Hays to Victoria
- Gravel from Victoria to ~ 1 1/2 miles west of Russell.
- Concrete paved from Russell east 3.3 miles
- Gravel from 3.3 miles east of Russell to Dorrance.
- Concrete paved in Dorrance
- Gravel from Dorrance to the Russell/Ellsworth county line.
- Concrete paved from the Russell/Ellsworth county line to Manhattan.
- 1937: New 4-lane alignment paved from K-7 to State Avenue in Kansas City and re-designated from K-30 to US 24/US 40.
- 1938:
- New alignment and railroad underpass in North Lawrence, US 40/US 59 moved from North 3rd Street to North 2nd Street.
- New paved alignment and bridge over Mud Creek near the Douglas/Leavenworth county line.
- 1939: Paved from Russell west 4.5 miles.
- 1942: New concrete alignment from south of Basehor east to US 73/K-7. Built as a two-lane road on a 4-lane right-of-way.
- 1947: New concrete alignment from West Street in Tonganoxie to the 1942 alignment south of Basehor. The alignment was built as a two-lane road, with room to expand to four lanes between Tonganoxie to Basehor.
- 1954: US 40 designated on the K-10 section of the Junction City-Topeka corridor between K-99 near Alma and Topeka.
- 1956:
- Junction City-Topeka corridor between Junction City and K-99 changed from K-18 to US 40 and US 40 from Junction City to Manhattan changed from US 40 to K-18.
- November 10: US 40 upgraded to a “Super Two” between Eskridge/Keene Road near Maple Hill to Valencia Road in western Shawnee County. This project is Kansas’s claim to being the “First section of Interstate completed.”
- 1957:
- US 40 Completed from Auburn Road west of Topeka to Wanamaker Road in Topeka as a Super-Two, and from Wanamaker Road to Gage Boulevard as a four-lane freeway.
- 1959: US 40 upgraded to a four-lane freeway from K-30 near Maple Hill to Wanamaker Road. The I-70 designation is likely to have been first used at this point.
- 1960:
- I-70 is complete from Collyer to Ogallah and the US 40 designation is moved onto I-70. The former US 40 is turned back.
- I-70 is complete from K-15 in Abilene to the west end of the Junction City-Topeka corridor and the US 40 designation is moved onto I-70. The former US 40 is turned back.
- 1962: Junction City-Topeka corridor from K-99 to K-30 upgraded to a four-lane freeway and I-70 designation is added.
- 1963: Junction City-Topeka corridor from K-177 south of Manhattan to K-99 upgraded to a four-lane freeway and I-70 designation is added.
- December 24, 1964: Final segment of the Junction City-Topeka corridor is upgraded to a four-lane freeway and opened to traffic.
- 1965:
- Sometime this year: I-70 is completed from Ogallah to Hays and the US 40 designation is moved onto I-70. The former US 40 is turned back.
- June 16: The last section of I-70 in Topeka is completed and the US 40 designation is moved onto I-70 up to the Carnahan Road exit.
- December 17: I-70 is opened to traffic from Colby to Grainfield and the US 40 designation is moved onto I-70. The former US 40 is turned back.
- November 17, 1966: I-70 is opened to traffic from Hays to Dorrance and the US 40 designation is moved onto I-70. The former US 40 is turned back west of Dorrance.
At this point, US 40 leaves I-70 at Dorrance, heads south on a newly-constructed spur road to rejoin the former US 40 alignment from Dorrance to Salina. US 40 rejoins I-70 at Salina. - October 13, 1967: US 40 is moved onto I-70 between Dorrance and Salina. The Dorrance Spur is designated K-231, the former US 40 from the junction with K-141 to Salina is re-designated as an extension of K-141, and the remainder of the former US 40 is turned back.
- November 27, 1968: The former US 40 from Ellsworth to K-141 is returned to the state highway system as K-140. The former US 40 from K-141 to Salina is re-designated from K-141 to K-140.
- 1995: Widened to 4 lanes between Tonganoxie and K-7 east of Basehor.
- 2000: State Avenue between 118th Street and I-435 realigned and rebuilt to accommodate the Kansas Speedway.
- 2008: State Avenue rebuilt between K-7 and 118th Street.
- January 22, 2009: Interchange between US 24/40 and K-7 rebuilt from a cloverleaf to a six-ramp partial cloverleaf with higher-radius loop rams. The US 24 and US 40 designations east of K-7 are moved onto I-70. State Avenue east of K-7 is turned back to Kansas City.
- April, 2017: The city of Lawrence agrees to take 6th Street from K-10 to US 59. US 40 Designation moved on to K-10 and US 59.
Junction Guide
| County MP | State MP | Junction |
|---|---|---|
| 40-100/0.000 | 0.000 | Colorado state line |
| 40-100/16.465 | 16.465 | West Junction K-27 |
| 40-100/16.565 | 16.565 | East Junction K-27 |
| 40-100/32.021 40-55/0.000 | 32.021 | Wallace/Logan county line |
| 40-55/18.581 | 50.602 | West Junction K-25 |
| 40-55/25.855 | 57.876 | East Junction K-25 |
| 40-55/35.845 | 67.866 | West Junction US 83 |
| 40-55/36.855 | 68.876 | East Junction US 83 |
| 40-55/38.859 40-22/0.000 | 70.880 | Logan/Gove County Line |
| 40-32/0.391 70-32/0.602 | 71.271 | Junction I-70 |
| 70-32/10.276 | 80.945 | Exit 85: K-216 |
| 70-32/18.269 | 88.938 | Exit 93: K-23 |
| 70-32/20.238 | 90.907 | Exit 95: K-23 North |
| 70-32/24.231 | 94.900 | Exit 99: K-211 |
| 70-32/31.891 | 102.560 | Exit 107: Castle Rock Road |
| 70-32/37.508 70-98/0.000 | 108.177 | Gove/Trego County Line |
| 70-98/2.016 | 110.193 | Exit 115: K-198 |
| 70-98/14.013 | 122.190 | Exit 127: US 283/US 40B, WaKeeney |
| 70-98/15.046 | 123.223 | Exit 128: East Jct US 40B |
| 70-98/22.244 | 130.421 | Exit 135: K-147 |
| 70-98/30.594 70-26/0.000 | 138.771 | Trego/Ellis County Line |
| 70-26/1.865 | 140.636 | Exit 145: K-247 |
| 70-26/13.398 | 152.169 | Exit 157: US 183 Bypass |
| 70-26/15.604 | 154.375 | Exit 159: US 183 |
| 70-26/24.971 | 163.742 | Exit 168: K-255 |
| 70-26/31.215 70-84/0.000 | 169.986 | Ellis/Russell County Line |
| 70-84/9.991 | 179.977 | Exit 184: US 281 |
| 70-84/30.051 70-27/0.000 | 200.037 | Russell/Ellsworth County line |
| 70-27/0.941 | 200.978 | Exit 206: K-232 |
| 70-27/14.032 | 214.069 | Exit 219: K-14 South |
| 70-27/16.945 | 216.982 | Exit 221: K-14 North |
| 70-27/20.374 | 220.411 | Exit 225: K-156 |
| 70-27/23.248 70-27/0.000 | 223.285 | Ellsworth/Lincoln County Line |
| 70-27/5.241 | 228.526 | Exit 233: 29th Road |
| 70-27/7.247 70-85/0.000 | 230.532 | Lincoln/Saline County Line |
| 70-85/15.306 | 245.838 | Exits 250 A-B: I-135/US 81 |
| 70-85/17.098 | 247.630 | Exit 251: K-143/9th Street |
| 70-85/30.532 70-21/0.000 | 261.064 | Saline/Dickinson County Line |
| 70-21/9.141 | 270.205 | Exit 275: K-15 |
| 70-21/14.908 | 275.972 | Exit 281: K-43 |
| 70-21/23.455 70-31/0.000 | 284.519 | Dickinson/Geary County Line |
| 70-31/5.537 | 290.056 | Exit 295: US 77/K-18 West |
| 70-31/7.124 | 291.643 | Exit 296: US 40B East/Washington Street |
| 70-31/10.389 | 294.908 | Exit 300: US 40B West/K-57 |
| 70-31/13.468 | 297.987 | Exit 303: K-18 East |
| 70-31/24.482 | 309.001 | Exit 313: K-177 |
| 70-31/26.533 70-81/0.000 | 311.052 | Geary/Riley County Line |
| 70-81/5.970 70-99/0.000 | 317.022 | Riley/Wabaunsee County Line |
| 70-99/5.488 | 322.510 | Exit 328: K-99 |
| 70-99/8.019 | 325.041 | Exit 330: K-185 |
| 70-99/10.951 | 327.973 | Exit 333: K-138 |
| 70-99/19.025 | 336.047 | Exit 341: K-30 |
| 70-99/24.009 70-89/0.000 | 341.031 | Wabaunsee/Shawnee County Line |
| 70-89/7.074 | 348.105 | Exit 353: K-4 West |
| 70-89/9.162 | 350.193 | Exit 354 West: I-470 |
| 70-89/9.731 | 350.762 | Exit 354 East: US 75 South |
| 70-89/11.708 | 352.739 | Exit 358: US 75 North/Gage Blvd |
| 70-89/15.018 | 356.049 | Begin Polk-Quincy Viaduct |
| 70-89/15.657 | 356.688 | End Polk-Quincy Viaduct |
| 40-89/20.302 | 361.333 | East Junction I-70 |
| 40-89/20.990 | 362.021 | East Junction K-4 |
| 40-89/27.081 40-23/0.000 | 368.112 | Shawnee/Douglas County Line |
| 40-23/11.297 | 379.409 | West Junction K-10 US 40 joins K-10 |
| 40-23/17.551 | 385.663 | East Junction K-10, South Junction US 59 US 40 leaves K-10 and joins US 59 |
| 40-23/22.703 | 390.815 | Kansas River Bridge |
| 40-23/24.523 24-23/3.972 | 392.635 | Junction US 24 US 40 leaves US 59 and joins US 24 |
| 24-23/6.402 | 395.065 | K-32 |
| 24-23/6.632 24-52/0.000 | 395.295 | Douglas/Leavenworth County Line |
| 24-52/9.368 | 404.663 | K-16, Tonganoxie |
| 24-52/19.718 24-105/0.000 | 415.013 | Leavenworth/Wyandotte County Line |
| 24-105/0.869 | 415.882 | North Junction US 73/K-7 US 24-40 joins US 73/K-7 |
| 24-105/3.123 70-105/1.457 | 418.136 | I-70 Exit 224, Bonner Springs US 24-40 leaves K-7 and joins I-70; US 73 ends |
| 70-105/5.405 | 422.084 | Exits 411 A-B: I-435 |
| 70-105/12.451 | 429.130 | Exits 418 A-B: I-635 |
| 70-105/14.263 | 429.782 | Exit 420: US 69 South/18th Street |
| 70-105/15.081 | 430.770 | Exit 421B: I-670 |
| 70-105/15.656 | 430.942 | Exit 422A: US 69 North/US 169 South/7th Street |
| 70-105/17.783 | 434.462 | Missouri State Line |
AADT (2019)
| Location | Count | Truck % |
|---|---|---|
| Colorado State line to Weskan | 753 | 32.0% |
| Weskan to Sharon Springs | 1,440 | 17.3% |
| In Sharon Springs | 2,740 | 10.8% |
| Sharon Springs to Wallace | 1,610 | 16.4% |
| Wallace to Winona | 1,240 | 20.6% |
| Winona to West Junction K-25 | 1,520 | 17.8% |
| US 40/K-25 concurrency | 1,830 | 18.3% |
| East Junction K-25 to Monument | 1,240 | 28.6% |
| Monument to west junction US 83 | 1,880 | 18.1% |
| US 40/US 83 concurrency | 3,130 | 39.1% |
| East Junction US 83 to West Juction I-70 | 4,060 | 11.8% |
| On I-70 from US 40 to K-216 | 13,500 | 28.3% |
| On I-70 from K-216 to K-23 | 10,800 | 33.6% |
| On I-70 from K-23 to K-23 spur | 11,400 | 33.6% |
| On I-70 from K-23 spur to K-211 | 12,000 | 32.8% |
| On I-70 from K-211 to K-198 | 11,700 | 33.6% |
| On I-70 from K-198 to US 283 | 11,580 | 31.3% |
| On I-70 from US 283 to US 40B | 14,100 | 27.5% |
| On I-70 from US 40B to K-147 | 13,300 | 31.1% |
| On I-70 from K-147 to US 183 Bypass | 13,700 | 30.7% |
| On I-70 from US 183 Bypass to US 183 | 16,700 | 26.1% |
| On I-70 from US 183 to 270th Avenue | 18,100 | 21.2% |
| On I-70 from 270th Avenue to K-255 | 14,700 | 25.3% |
| On I-70 from K-255 to Walker Avenue | 14,000 | 26.5% |
| On I-70 from Walker Avenue to US 281 | 13,600 | 27.8% |
| On I-70 from US 281 to Old US 40 | 12,000 | 30.5% |
| On I-70 from Old US 40 to Dorrance | 11,300 | 32.3% |
| On I-70 from Dorrance to K-232 | 12,843 | 28.6% |
| On I-70 from K-232 to West Junction K-14 | 13,900 | 31.1% |
| On I-70/US 40/K-14 concurrency | 13,400 | 33.1% |
| On I-70 from East Junction K-14 to K-156 | 13,500 | 33.7% |
| On I-70 from K-156 to 290th Road | 16,800 | 31.0% |
| On I-70 from 290th Road to I-135 | 18,400 | 28.6% |
| On I-70 from I-135 to K-143 | 21,300 | 15.9% |
| On I-70 from K-143 to Solomon | 17,800 | 20.9% |
| On I-70 from Solomon to K-15 | 19,200 | 19.4% |
| On I-70 from K-15 to K-43 | 16,900 | 22.2% |
| On I-70 from K-43 to Chapman | 16,500 | 22.7% |
| On I-70 from Chapman to US 77 | 18,277 | 18.9% |
| On I-70 from US 77 to US 40B | 24,500 | 18.2% |
| On I-70 from US 40B to East Street | 25,200 | 18.5% |
| On I-70 from East Street to K-57 | 34,600 | 14.2% |
| On I-70 from K-57 to K-18 | 26,600 | 17.8% |
| On I-70 from K-18 to K-177 | 15,200 | 26.9% |
| On I-70 from K-177 to K-99 | 20,400 | 21.3% |
| On I-70 from K-99 to K-185 | 20,800 | 20.7% |
| On I-70 from K-185 to K-138 | 21,500 | 18.3% |
| On I-70 from K-138 to K-30 | 21,700 | 17.7% |
| On I-70 from K-30 to Carlson Road | 22,700 | 16.7% |
| On I-70 from Carlson Road to K-4 | 26,200 | 15.2% |
| On I-70 from K-4 to I-470 | 30,600 | 15.7% |
| On I-70 from I-470 to US 75 North | 63,400 | 10.6% |
| On I-70 from Gage to MacVickar | 52,000 | 10.7% |
| On I-70 from MacVickar to Downtown Topeka | 47,700 | 10.9% |
| On I-70 through Downtown Topeka | 37,200 | 12.9% |
| On I-70 from Downtown Topeka to East Topeka | 41,500 | 10.9% |
| On K-4 from I-70 to 6th Street in East Topeka | 9,450 | 10.0% |
| K-4 to Shawnee Heights Road | 4,550 | 7.4% |
| Shawnee Heights Road to Herschell Road | 3,680 | 8.3% |
| Herschell Road to Big Springs | 2,940 | 9.7% |
| Big Springs to E 600 Road | 2,780 | 9.0% |
| E 600 Road to N 1600 Road | 3,440 | 9.6% |
| N 1600 Road to K-10 | 7,110 | 4.2% |
| On K-10 from 6th Street to Clinton Parkway | 17,800 | 6.3% |
| On K-10 from Clinton Parkway to Wakarusa | 14,300 | 5.0% |
| On K-10 from Wakarusa to US 59/Iowa Street | 15,300 | 4.6% |
| On Iowa Street from K-10 to 31st Street | 19,000 | 4.0% |
| On Iowa Street from 31st Street to 15th Street | 25,800 | 3.3% |
| On Iowa Street from 15th Street to 6th Street | 21,900 | 4.7% |
| On 6th Street from Iowa Street to the Kansas River bridge | 22,800 | 4.5% |
| Kansas River Bridge, Lawrence | 22,900 | 4.1% |
| Kansas River to I-70, Lawrence | 14,600 | 6.8% |
| I-70 to US 24 | 10,400 | 12.8% |
| US 40 to K-32 | 6,656 | 5.0% |
| K-32 to Tonganoxie | 4,260 | 7.5% |
| In Tonganoxie | 10,000 | 4.5% |
| Tonganoxie to Basehor | 15,300 | 4.4% |
| Basehor to K-7 | 19,000 | 4.2% |
| On US 24/US 40/US 73/K-7 Concurrency | 22,700 | 6.2% |
| On I-70 from K-7 to I-435 | 55,700 | 13.6% |
| On I-70 from I-435 to 57th Street | 74,400 | 10.6% |
| On I-70 from 57th Street to I-635 | 93,700 | 8.5% |
| On I-70 from I-635 to 18th Street | 85,200 | 9.9% |
| On I-70 from 18th Street to I-670 | 85,600 | 10.3% |
| On I-70 from I-670 to 7th Street | 22,400 | 32.1% |
| 7th Street to 5th Street | 21,000 | 33.9% |
| 5th Street to Missouri Line | 15,400 | 41.4% |