Study: SR 57/SR 23 "Wiregrass Trail" Tattnall County

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STUDY: SR 57/SR 23 "Wiregrass Trail" Tattnall County
August, 2001
Prepared for Office of Planning Georgia Department of Transportation by Tom McQueen

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Section Background

Table of Contents

Page 3

Executive Summary

3

Demographic Information

3

Corridor Description

5'

Traffic Analysis

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6

Accident Analysis

10

Alternative Routes

~'

10

Programmed Projects in the Corridor

11

Conclusion and Recommendations

11

Appendix

Map of Traffic Count Stations in Tattnall County

2

Background
On February 16,2000, Commissioner Shackelford met with State Representative Smith and the delegation from Tattnall County and the cities of Manassas, Glennville, Reidsville, Collins, Cobbtown, and Tattnall County.. Several issues were discussed at this meeting including a request for improvements to SR 57/SR 23 through the county. This request was assigned to the Office of Planning for study.
Executive Summary
The study considered population growth, demographics and employment along the SR 57/SR 23 corridor as it crosses through Tattnall County. The study also made use of current and projected traffic volumes, and accident data.
With the exception of a 1.5 mile section south of Glennville, SR 57/SR 23 is currently a twolane facility. This study's results do not indicate a need for proposed capacity or passing lane improvements to SR 57/SR 23 through Tattnall County. Current and future traffic volumes, accident statistics, and land use development do not support a need for these types of projects.
Growth in the annual traffic volume throughout the corridor is not expected to exceed 1.5% over the next 20 years. Analysis of the future (year 2020) highway capacity analysis shows a roadway Level of Service "C" or better for the entire corridor. This condition where LOS is measured as "C" is considered acceptable; in general, when LOS begins to fall below the "C" level measures need to be taken to improve the roadway.
In March of 2001, the District 5 Engineer received resolutions from Tattnall County and Glennville requesting the designation of a truck route around the north, northwest and southwest sides of Glennville. As a result, the District is proposing to develop a truck route.
Creation of the proposed truck route should positively affect traffic operations on SR 57/SR 23 through Glennville. Therefore, this study supports the District proposal to develop a project to implement a designated truck route around Glennville.
Demographic Information
The State of Georgia showed strong population growth in the 1990s. Tattnall County also experienced a strong increase in population. Between 1990 and 2000, the population of Tattnall County grew by 25.7%. The 2000 population of the largest city in Tattnall County (Glennville) is 3,691. This data is shown in Table 1 on the next page.
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Table 1

1990 Population

2000 Population

Population change,
1990-2000

Percent population
change, 1990-2000

Percent Of workforce employed in County . (1990)

Percent minority* population
(2000)

City of Collins

524

528

+4

+.8%

n1a

42.0%

Town of Cobbtown

338

311

-27

-7.9%

nla

13.2%

City of Reidsville

2,469

2,235

-249

-9.5%

n/a

42.4%

City of Glennville

3,676

3,641

+15

+1.0%

n/a

36.6%

Tattnall County

17,722

. 22~305

+4,583

+25.8%

72.2%

39.5%

State of Georgia

6,478,179 8,186,453 +1,708,274

+26.4%

n/a

34.9%

*U.S. Census defined as Black/African-American, Hispanic/Latino, Asian/Pacific Islander, or American Indian/Alaska Native population.

Between the years 2000 and 2010, however, the population of Tattnall County is predicted to decline by 8% (source: calculations released by the Governor's Office of Planning and Budget in May, 2000).

In Tattnall County, the largest non-military employer located directly on SR 57/SR 23 is Rotary Corporation. It is located on the west side of Glennville and employs 440 people. Other large Tattnall County employers (not located directly on the corridor) are the State Correctional Institution southwest of Reidsville in the southwestern portion of the county, the Glenville Nursing Home, and Gregorio Tlacuatl (agricultural labor).

Within the last several years, three large Tattnall County employers located near the corridor have closed their doors. Approximately 300 workers lost their jobs when apparel maker Tam Industries closed their Glennville plant in 1998. Then early in the year 2000 another Glennville apparel maker, Ithaca Industries, closed leaving 400 people unemployed. Also in the year 2000, Tattnall Memorial Hospital in Reidsville closed and 83 employees lost their jobs.

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Corridor Description

In southeast Georgia, SR 57/SR 23 is a northwest-southeast route connecting 1- 16 in Candler

County to the north and 1-95 in McIntosh County to the southeast. As it enters Tannall County

on the north. SR 57IUS 23 passes through the towns of Cobbtown, Collins, Reidsville. and

Glennville. South o f Glennville. the roadway enters Long County. The location o f SR 57/SR

23 within the Tattnall County study area is shown in yellow on Map I below:

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Map 1:

The Wire~rasss Tra il

S R 57/SR 23 is functionally classified as a rural minor arterial in Tattnall County. In most o f
the coun ty, it is a two-lane facility with 8-feet wide grass shoulders. Each lane on the two-lane
section is approximately 12 feet wide.

In Glenn ville. SR 57/S R 23 is a four-lane facility from the downtow n southwards for 1.5 miles to the intersection with SR 196.

Information that was provided by the Heart of Georgia Altamaha Regional Development Ce nter shows that land use along the corridor is mostly rural and ag ricultural. Ou tside o f establis hed towns, the RDC reports that the only recen t residential developments have occurred in the form of three small trailer parks located between Reidsville and Collins near the Rayoni er C hip Mill. between Reidsville and Tattnall County High School in the Ryals Bridge Road area, and at the White Pines community northwest o f Glennville.
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Traffic Analysis
Existing Conditions
The Department conducts annual traffic counts at predetermined locations known as "count stations" on all state routes throughout the state. These locations are determined by distance between other routes, terrain and traffic generators. Along the section of SR 57/SR 23 through Tattnall County, there are 13 count stations that provided current-and historic traffic count data for this study. The location of these count stations is shown in the Appendix.
Traffic volumes along SR 57/SR 23 in Tattnall County have been increasing over the past 15 years. This increase is shown on Table 2as the percentage change in Average Annual Daily Traffic (AAD1) between 1985 and 2000. Some sections are increasing at greater rates than other sections, but in general, the entire corridor has experienced moderate traffic growth.
Traffic volumes on the corridor range from a high of 7,970 (year 2(00) AADT to a low of 2,267 (year 2(00) AADT. The year 2000 traffic volumes from each count station on the corridor are shown in Table 2 on the next page. Truck volumes in the study area (measured as a percentage of total traffic volume) average 15.1%, which is relatively higher than other routes.
To study how well traffic is flowing, data on traffic volumes, passing opportunities, truck percentages and roadway grades are used to determine the capacity and Level of Service (LOS) for a roadway. Capacity is defined as the maximum hourly rate at which vehicles can reasonably be expected to travel a certain distance or uniform section of roadway during a given time period under prevailing roadway, traffic and control conditions. LOS is defined as a qualitative measure describing operational conditions within a traffic stream, and its perception by motorists. LOS is measured from "A" to "F', where "A" represents the best operating conditions and "F' represents the worst. Each LOS represents a range of operating conditions. The methodology used to determine LOS and capacity came from the Highway Capacity Manual and outputs from the Highway Capacity Software.
The Level of Service along SR 57/SR 23 varied from location to location, however at no point along the route is the LOS worse than LOS "C" for year 2000 traffic conditions. The LOS values of "C" occurred in the urban areas of Reidsville and Glennville where volumes are somewhat higher. A LOS "C" is considered acceptable; in general, when LOS begins to fall below the "C" level measures need to be taken to improve the roadway. The LOS analysis for each section of the SR 57/SR 23 corridor within the study area is shown in Table 2 on the next page.
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County
Tattnall

*Count Station
3

Milepost
0.00-4.49

AADT:% Change
lQR'i_?OOO
51%

Ta b Ie 2
2000 2000 2020 AADT LOS AADT

3,042

B

4,097

Tattnall (4 lanes)
Tattnall

5

4.50-6.32

41%

7,970

A

10,735

7

6.33-6.90

57%

7,683

C

10,348

Tattnall Tattnall Tattnall Tattnall

9

6.91-8.79

54%

12

8.80-10.33 6Q%

14

10.34-18.12

53%

16

18.13-19.48

49%

7,478 5,795 4,101 5,260

C

10,072

B

7,805

B

5,524

C

7,085

Tattnall

18

19.49-21.59

32%

5,100

C

6,869

Tattnall

21

21.60-26.81

48%

2,964

B

3,968

Tattnall

25

26.82-27.92

45%

3,326

B

4,480

Tattnall

27

27.93-28.30

56%

4,187

B

5,639

Tattnall

29

28.31-35.48

34%

2,267

A

3,053

Tattnall

34

35.49-36.92

43%

3,088

B

4,159

* See Appendix for the general location ofcount stations

2020 LOS
B
A
C

Accident Rate-1995
Below Average
Below Average
Below Average

Accident Rate-1996
Below Average
Below Average
Below Average

Accident Rate-1997
Below Average
Below Average
Below Average

C Below Below Below
Average Average Average
C Below Below Below
Average Average Average
B Below Below Below
Average Average Average
C Below Below Below
Average Average Average

C Above Below Below
Average Average Average

B Below Below Below
Average Average Average

C Above Below Below
Average Average Average

C Below Average Below

Average

Average

B Below Below Below
Average Average Average

B Below Below Below
Average Average Average

Future Conditions

Projecting future conditions, which are dependent on the adjacent land use and locations of major traffic generators, is sometimes difficult to predict. The methodology used to make future traffic projections takes into account numerous factors, including the following:

.

Historical traffic counts



Population projections



Economicpr~ections



Traffic generators along the route



Road usage



Land use plans

Generally, when making traffic projections, the Department uses a 20-year horizon for identifying any deficiencies. Using the 20-year window allows for ample time to plan and implement any needed improvements. The current traffic conditions are evaluated and studied for deficiencies and these same conditions are projected out for 20 years to determine if the roadway will be functioning . efficiently during this time.

As shown in Table 1, the county's population grew almost 26% between the years 1990 and 2000, and most of this growth was not in the cities or towns. In addition to the trailer parks noted by the ROC, the population growth is dispersed throughout the rural area of the county. In the future, the population of Tattnall County is predicted to decline by 8% between the years 2000 and 2010.

Future (year 2020) traffic projections for SR 57/SR 23 within the study area range from a high of 10,735 AADT to a low of 3,053 AADT. The future traffic volumes for each count station on the corridor are shown in Table 2. These projections were calculated using a growth factor corresponding to the various factors described above. Based on information of land development provided by the ROC, data on manufacturing employment losses, and a projected population loss for the county over the next 10 years, the estimated annual traffic growth rate for SR 57/SR 23 is 1.5%. An average growth rate is around 1.5% to 2% for normal conditions.

Future (year 2020) level of service along SR 57/SR 23 will vary from location to location, although at no point along the route is it expected to be worse than LOS "C". LOS "C" is considered acceptable. The year 2020 LOS analysis for each section of the SR 57/SR 23 corridor is shown in Table 2.

The highest future traffic volumes (on the two-lane portions of the corridor) are expected to be in the area just immediately west of downtown Glennville. This area represents count stations 7 and 9, which will have predicted future volumes of 10,348 and 10,072, respectively. These projected future traffic volumes include truck traffic. In March of 2001, the issue of truck traffic in Glennville resulted in Tattnall County and the city sending resolutions to the District asking to establish a designated truck route on existing county routes around the north, northwest and

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southwest sides of Glennville. In response. the District is proposing a project to upgrade these roods and designate a truck bypass route (shown as the dark blue dashed line on Map 2 below). With a truck route in place. traffic operations at the intersection of SR 57/SR 23 and US 30 1/SR 73 should improve as much of the truck traffic and some automobile traffic will bypass the downtown area in favor of using the truck route. Traffic operations SR 57/SR 23
west of downtown Glennville will also improve.
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Map 2: proposed Glennville
truck route
Other transportation modes A rural public transit system began operating in Tattnall County approximately one year ago that operates four vehicles. Aviatio11 Tattnall County is the home to the Reidsville airport, which is located 3 miles southwest of Reidsville. This airport is open to the public. with an average of 86 operations per week. Three airplanes are based here and there is no commercial air service available. The airport is not part of the immediate study area ofSR 57/SR 23. Bicycles The SR 57/SR 23 conidor is not listed as a Georgia Bicycle and Pedestrian Plan route nor in any local county bicycle and pedestrian plan.
9

Accident Analysis
The Department calculates an accident rate for each section of roadway. This is performed by looking at the historical accident data for the last three years, the average annual daily traffic, and the roadway distance. These numbers are entered into a formula and compared on an annual basis. The resulting number is the rate of accidents per 100,000,000 vehicle miles traveled (MVMT).
This accident rate is then compared to the statewide average for routes classified with the same functional class. Functional class is a way of defining a road by how it is used and where it is located. Comparing similar functionally classified routes allows insight as to whether a roadway is experiencing an above, below, or average accident rate. As shown in Table 2, the accident rate along an overwhelming majority of the corridor is below the statewide average for the three most recent years that data is available: 1995, 1996, and 1997.
Alternative Routes
While SR 57/SR 23 serves some north/south travel through Tattnall County, the primary north-south corridor in the region is US lISR 4. US l/SR 4 runs roughly parallel to SR 57/SR 23 and is approximately 20 miles due westin Toombs County. On the next page, Map 3 shows the location of US lISR 4 (the orange line) relative to SR 57/ SR 23 (the yellow line). US lISR 4 is included in the Governor's Road Improvement Program (GRIP), which is a statewide developmental highway system program to upgrade selected roadways to four lanes. Currently, 35% of US l/SR 4 is complete or under construction. US l/SR 4 is also designated as a National Highway System route.
The US lISR 4 corridor intersects US 341IUS 23 (the "Golden Isles Parkway"), which is another GRIP corridor that is also on the National Highway System. The Golden Isles Parkway is a major northwest-southeast route in southeast Georgia that terminates in Brunswick. It is shown as the dark blue line on Map 3 on the next page. Currently, 86% of the 168 miles of the Golden Isles Parkway corridor is complete or under construction.
As a route to the Golden Isles and Brunswick area, SR 57/SR 23 (the "Wiregrass Trail") was historically used by travelers destined for the Georgia coast. However, with its designation as a GRIP corridor, US 441IUS 319 will be an upgraded facility providing four-lane access between 1-16 and the Golden Isles Parkway. US 4411US 319 is shown by the dashed red line on Map 3 on the next page. Currently, 35% of the US 4411US 319 corridor is complete or under construction.
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Map3
Programmed Projects i n the Corridor
The Department has one project programmed on SR 57/SR 23 in Tattnall County. It is project
P.I. 532670 in Long County. an adjacent county south of the study county. It is a 19-mile
widening of SR 57/S R 23 from the existing four-lane section south of Glennville in Tau nall
County and proceeding southeastwards to Ludowici in Long County. This section of SR 57/SR 23 is also co-routed with US 30llSR 73. The project is currently shown in the
Constructio n Work Program as Long Range for PE, ROW and Construction.
Conclusion and Recommendations
This study's results do not indicate a need for additional ca pacity improvements to SR 57/SR 23 through Taunall County. Current and future traffic volumes. acci den t statistics, and land use development do not support a need for capac ity or passing lane projects.
Growth in the annual traffic volume throughout the corridor is not expected to exceed 1.5% over the next 20 years . Analysis of the future (year 2020) highway capacity analysis shows a roadway Level of Service "C" or bette r for the entire corridor. This condition where LOS
is measured as "C" is considered acce ptable; in general. when LOS begi ns to fall below the "C" level measures need to be taken to improve the roadway.
II

In March of 2001, the District 5 Engineer received resolutions from Tattnall County and Glennville requesting a designated truck route around the north, northwest and southwest sides of Glennville. As a result, the District is currently proposing the truck route project. This study supports the creation of a truck route because it would positively affect traffic operations on SR 57/SR 23 through Glennville.
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Appendix A
Traffic count stations along SR 57/SR 23 in Tattnall County

13