[9] K-61 begins to parallel a Union Pacific Railroad track and continues in a northeast direction.
The highway continues through flat rural farmland to an intersection with NE 40th Avenue, which goes north to the small community of Natrona.
The highway continues northeast out of the city, parallel to the railroad to a crossing over Wolf Creek, before entering Langdon.
[17] K-61 exits the city and soon crosses over Red Rock Creek before reaching an incomplete interchange with US-50.
The highway crosses Sand Creek then curves east and soon reaches half clover interchange with K-14 and K-96.
[8][13][14] K-61 and US-50 reach a diamond interchange with Scott Boulevard and McNew Road before curving northeast and crossing over the Arkansas River.
The highway continues northward to a diamond interchange with East 56th Avenue before curving northeast.
[8][13][20] The roadway curves north and reaches a diamond interchange with Cherokee Road and Center Street, which travels east to Inman.
The roadway crosses over a railroad track then reaches a partial cloverleaf interchange, where it begins a wrong-way overlap with US-81 Business.
K-61 curves east and crosses over Dry Turkey Creek before reaching its northern terminus at a partial interchange with Interstate 135 (I-35) and US-81.
[22] On August 20, 1941, it was approved to build a new alignment of K-61 from Turon northeast through Langdon, Arlington and Partridge to Hutchinson.
[23] On July 26, 1946, the SHC approved bids for grading, surfacing, building of three bridges, and seeding the shoulders on the section between Turon and Langdon.
[24] In a resolution on August 28, 1946, it was approved to build a new alignment of K-61 from US-54 just east of Pratt northeast to Preston.
[25] At the end of April and early May 1948, the SHC asked for bids to pave the new alignment from US-54 to southwest of Preston, and the section from Preston's east city limits northeast to Langdon's east city limits.
[27] In the beginning of November 1948, the SHC asked for bids for grading, surfacing and bridges on a section of K-61 from slightly southwest of Arlington northeast for 2.6 miles (4.2 km).
[31] In May 1949, the SHC asked for bids for grading and surfacing from the north city limits of Preston southwest for two miles (3.2 km).
[32] In early August 1949, the SHC asked for bids to build a section from Langdon northeast seven miles (11 km).
It had been supposed to open a few weeks earlier but was being delayed by rain, which was causing soft spots.
[36] The section opened to traffic the next day, which completed the new diagonal route between Pratt and Hutchinson.
K-61 continued east to 14th Avenue then turned north and terminated at US-81 south of McPherson.
[38][39] At this time the SHC began to plan on building a direct diagonal route between Hutchinson and McPherson.
[44] At the end of March, the SHC approved bids for grading of the section and for building three bridges on the project.
The highway continued north on Main to 30th Avenue where it curved east then northeast toward McPherson.
[49] At the end of May 1961, the SHC announced a project to for grading and a bridge on a new alignment of K-61 from what is now US-50 north to G Avenue in Hutchinson.
[63] In a resolution on August 24, 1966, it was approved to build I-35W (modern I-135) to the east of McPherson and realign US-81 onto it, to extend K-61 to the new I-35W, and to eliminate US-81 Alternate.
[73] On November 20, 1969, the SHC asked for bids for improvements on a section from US-54 north for 1.3 miles (2.1 km).
[78] In a resolution passed on September 9, 2009, it was approved to rebuild and realign K-61 in Reno and McPherson counties from Hutchinson northeast to the junction with K-153 Spur.