Adel bypass study

Adel Bypass
Adel Bypass Study
Georgia Department of Transportation
Office of Planning
February 15, 2002
Office of Planning

Adel Bypass

Table of Contents:

Executive Summary

i

Introduction and Purpose

1

Regional Background

1

Existing Infrastructure

2

Roadway Characteristics

2

Alternative Modes

3

Construction Activities

4

Traffic Characteristics

4

Traffic Patterns

4

Levels of Service

6

Accident Rates

7

Projections

8

Analysis

9

Alternatives

10

Bypass via CR 216

11

Westward Extension

12

Southern Bypass

13

Conclusion

14

Recommendations

15

Appendices:
Appendix A:
Traffic Volumes within the Study Area
Appendix B:
Explanation of Level of Service
Appendix C:
Current and Projected Levels of Service
Appendix D:
Accident Data
Appendix E:
Cost Analysis
Appendix F:
Photography from the Study Area

I III
V IX XI XIV

Office of Planning

Adel Bypass

EXECUTIVE SUMMARY Adel Bypass

Georgia Department of Transportation
Office of Planning

The City of Adel requested the Department study the need to construct a bypass around the southern edge of the city. The purpose request is to address the growing levels of traffic, particularly truck traffic, traveling through the city and to provide additional access to a proposed industrial park south of the existing industrial park.
The Department's study identified several current and projected deficiencies within the study area. The intersection of US 41/SR 7 with SR 37/76 and the intersection of CR 135/SR 76 with SR 37 west of downtown are projected to exceed capacity by 2020. The intersection of CR 216 with US 41/SR 7 is also expected to exceed capacity by 2020. Two existing operational deficiencies were noted in the study: queuing problems on SR 37/76 near Burwell Avenue, US 41/SR 7 and Parrish Avenue as well as a turning problem at the intersection of CR 135/SR 76 with SR 37.
Deficiencies were also identified along the arterial of SR 37/ SR 76. The sections of SR 37/SR 76 currently function at an unacceptable LOS between Burwell Avenue and Parrish Avenue. This section of state route is expected to function at an unacceptable level in 2020 even with a bypass in place.
Neither of two proposed bypasses will divert enough traffic from SR 37/SR 76 in the downtown area to allow the route to function at an acceptable LOS. The "Bypass Via CR 216" is projected to divert 3,200 vehicles per day from SR 37/SR 76 and the "Southern Bypass" is only expected to divert 1,800 vehicles per day. The diverted traffic would account for less than 20% of the traffic in the downtown area. The section of state route between Burwell Avenue and Parrish Avenue will still function at a LOS F with either of the bypasses in place.
Several of the problems identified in this study will be remedied by projects that are currently programmed. The problems identified at the intersection of CR 135/SR 76 with SR 37 should be remedied with the I-75 interchange project (IM-STP-75-1 (193)).

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Adel Bypass
This project will also widen SR 37 from the interchange to CR 135/SR 76. The projected problem with the intersection of US 41/SR 7 with SR 37/SR 76 exceeding capacity by 2020 and the unacceptable LOS of SR 37 between Burwell Avenue and Parrish Avenue will be addressed with project MLP-37 (52) once constructed. The signal upgrade project (STP-0002-00 (711)) will address the queueing problem between Burwell Avenue and Parrish Avenue.

CR 135/SR 76 @ SR 37
Burwell Ave. @ SR 37/76

Parrish Ave. @ SR 37/76
SR 37/SR 76 @ US 41/SR 7

Bypass Via CR 216

Proposed Industrial Park
CR 216 @ US 41/SR 7
Southern Bypass

Planning does not recommend constructing a bypass at this time. The estimated cost for the bypass is between ten to fifteen million dollars to construct and an additional five million dollars (the cost of project MLP-37 (52)) would still be needed to address the problems in the downtown area. Planning recommends that Traffic Operations look at the intersections at Burwell Avenue, US 41/SR 7 and Parrish Avenue to address queuing problems along this section of SR 37 when the signals are upgraded under project STP-0002-00 (711). We also request that Traffic Operations evaluate the intersection at CR 216 and US 41/SR 7 when development of the southern industrial park begins.
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I. Introduction and Purpose:

The City of Adel has requested the Department to study the construction of a bypass around the southern edge of the city. The purpose of this bypass is to address the growing levels of traffic, particularly truck traffic, traveling through the city and to provide additional access to a proposed industrial park to be located on US 41/SR 7 south of the existing industrial park..

II. Regional Background:

The City of Adel is the county seat of Cook County, which is centrally located in southern Georgia just north of Valdosta (See Figure 1). According to the 2000 Census, the population of Cook County reached 15,771 and experienced 17.2% growth during the 1990s. Meanwhile, the City of Adel grew by 4.2% to a population of 5,307. Although not quite as strong as the statewide rate of 26.4%, this growth is evidence of the growing economy in the area. See Table 1 for more detailed information on the growth in population.

Figure 1: Cook County

1970

1980

1990

2000 % Change (90-00)

Adel

4,972

5,592

5,093

5,307

4.2

Cook Co. 12,129 13,490 13,456 15,771

17.2

Georgia 4,589,575 5,463,105 6,478,179 8,186,453 26.4

Table 1: Population Growth
According to the 2000 Census, 29.1% of the residents were black and 67.9% were white. This compares to a statewide average of 65.1% white and 28.7% black. Out of the total adult population, 34.6% had completed high school, which is greater than the statewide average of 29.6% in 1990. The median household income

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in Cook County was $26,448 in a 1997 estimate. The statewide average was $36,372.

Adel has experienced a high level of industrial growth in recent years, as several companies have been attracted to the existing industrial park in southern Adel. This industrial park is located just north of Old Quitman Rd. (CR 216) near Exit 37 on I-75. At the site, JM Manufacturing built the largest PVC pipe manufacturing facility in the world; the plant is expected to employ around 600 once current expansion plans are complete. Other companies that have recently located facilities in Adel include Matrix (formerly Hebel Southeast) and MBCI.
As these and other companies located in Adel, the city proposed a 2000-acre industrial park expansion for future development. This expansion will be located south of the existing park and east of the Norfolk Southern rail line with frontage on either side of US 41/SR 7 (See Figure 2).

III. Existing Infrastructure:
Roadway Characteristics:
Three state routes and an interstate form the backbone of the roadway network in the City of Adel (See Figure 2). State Route 37 is the only east-west route through Adel. Connecting with Moultrie to the west and Lakeland to the east, the route traverses the heart of the city as Fourth Street. The road consists of two lanes with an average travel width of 24 feet. The right-of-way averages around 100 feet east of US 41/SR 7, and between 60 and 70 feet between US 41/SR 7 and the interstate.
State Route 76 connects Adel with Nashville to the north and Quitman to the south. This route intersects SR 37 east of the city and runs common with SR 37 through Adel until just before the interstate. SR 76 is a two-lane road with a 100-foot typical right-of-way and a 24-foot typical travel width.
US 41/SR 7 connects Adel with Sparks and Tifton to the north and Hahira to the south. The typical section includes two lanes with a travel width of 22 to 26 feet and a 60 to 70 foot rightof-way. It intersects SR 37/76 inside the Central Business District.

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Interstate 75 is the interstate serving Adel. I-75 connects the city with Tifton, Macon, and Atlanta to the north and Valdosta and Florida to the south. The typical section of the freeway includes four lanes with a 48-foot travel width. The average right-of-way is 300 feet. The interstate has an interchange with SR 37 west of the Central Business District (exit 39), and another with Old Quitman Road, CR 216 (exit 37). This county road is a two-lane road with an 80-foot right-of-way and a travel width of 20 feet. CR 216 connects US 41/SR 7 with I-75, passing the industrial park and crossing the Norfolk Southern mainline along the way.

Figure 2: The City of Adel
Alternative Modes:
Norfolk Southern and the Georgia & Florida Railnet provide Adel with rail service. The Norfolk Southern mainline connects the city with Macon, Atlanta, and Florida. The Georgia & Florida
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Railnet interchanges with Norfolk Southern at Adel. The rail line extends south to Quitman, where it interchanges with CSX. Trackage inside the city includes several industrial spurs, a wye south of Fifth Street, and a yard stretching north from CR 216 through the Central Business District. Of the 31 public railroad crossings in the city, ten are protected by gates, ten have crossbucks, and the remainder are either unmarked or have stop signs.
The Cook County Airport also serves Adel. Located west of Adel on SR 37, this airport has recently received numerous grants for improvements. The Adel airport is a General Aviation Airport that handles charted flights. The nearest commercial airport that handles commercial passenger flight is in Valdosta.
A portion of the State's Central Bike Route passes through Cook County. The Central Bike Route uses a segment of SR 37 and Cook County Roads 15, 242 and 243 west of Adel. The bike route is a north south route that begins at the Florida State line in Lowndes County and ends north of Atlanta.

Construction Activities:
The current Construction Work Program includes several projects in the Adel area. The largest project in the area is the reconstruction of I-75 along the entire length of the county. The project will widen the interstate from four to six lanes. A related project involves widening SR 37 to four lanes at I-75 and replacement of the overpass, IM-STP-75-1 (193). Between this project and just west of US 41/SR 7, there are plans to widen SR 37. This project, MLP-37 (52), has stalled due to concerns about the effects of the widening on adjacent historical structures. In addition to the roadway projects, there are two rail crossing projects and a signal project. The rail projects (STP-0000-00 (655) and (656)) will improve the rail crossings at Talley St. (CS 695) and Eighth St. (CS 678). The signal project (STP-0002-00 (711)) will upgrade the signals on SR 37/SR 76.

IV. Traffic Characteristics:
Traffic Patterns: The heaviest traffic volumes inside Adel are found on the four major routes, I-75, SR 37, SR 76 and SR 7, that serve the city.
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I-75, which traverses the city west of the Central Business District, had an Average Annual Daily Traffic volume approaching 35,000 in the year 2000. SR 37 handles 12,460 vehicles per day between the interstate and US 41/SR 7. East of this point, traffic volumes taper to 2,080 just past the SR 37/76 split. The volume on SR 76 east of the split is 3,170. West of the interstate, SR 76 has an AADT of 3,452, and the volume increases to 5,585 east of I-75. Traffic volumes on US 41/SR 7 reach 11,073 inside the Central Business District, but diminish to near 2,200 south of CR 249. CR 216 connects US 41/SR 7 with I75 south of the city and handles volumes around 3,300. See Figure 3 and Appendix A for more information about traffic volumes in Adel.

TC141 12460
(19362)

TC261 4860 (8524)

TC172 34880
(56405)

TC143 12680 (17230) TC158 5530 (5585)

TC254 3300
(5200)

TC145 8290 (12612) TC112 8360 (11073)
TC109 5600 (8271)

AADT in Adel 2000, (2020)

TC 147 6180
(9353)

TC 149 2080
(3658)

TC149 2080
(3658)

See Appendix A for current and projected traffic volumes.
Figure 3: Traffic Volumes in Adel

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Several major traffic generators exist in the industrial area in southern Adel. In addition to through traffic, local industries generate up to 320 trucks daily and 616 trucks weekly, as reported by the City. Truck traffic in the southern end of the industrial park is concentrated on CR 216, which provides a direct connection to the interstate and US 41/SR 7.
Railroad traffic is becoming a major concern. Local industries and the Norfolk Southern yard within downtown Adel generate a large amount of rail traffic in the area. In the year 2000, an average of 16 trains traveled through the city per day. The Federal Railroad Administration reports that through trains amount to nearly seven during the day and six at night near SR 37/76. In addition, local switching produces up to twelve movements per day and seven at night. This traffic combined with the 31 public at grade crossings inside the city snarls traffic by effectively closing crossings for extended periods every day. On occasions, delays at these crossings can exceed 30 minutes per day. The rail traffic is potentially a safety hazard, as emergency vehicles have no way to cross the railroad when a train is passing.

Level of Service:
Ten intersections were examined in this study. All were found to be functioning at acceptable levels. Four of these intersections were signalized and the rest were unsignalized. The signalized intersections were all along SR 37 and included intersections with US 41/SR 7 (station 9007), Burwell Avenue one block west of US 41 (9006), Parrish Avenue one block east of US 41 (9008) and SR 76 west of downtown. Figure 3 shows the locations of these intersections. All signalized intersections had volume to capacity ratios less than 1.0, and thus were under capacity. Most of the unsignalized intersections had Levels of Service (LOS) of B or above. The eastbound approach of the intersection at CR 216 and US 41/SR 7 (9002) had the lowest LOS at C. See Appendix B for a detailed description of Level of Service and Appendix C for more detailed information about current and projected Levels of Service at the intersections.
Arterial Levels of Service throughout the city were also examined. Most of the arterial routes and freeways in the city were functioning at LOS B or above. The lowest Levels of Service were found on SR 37/76. This route operates at an unacceptable LOS E or worse between Burwell Avenue and Parrish

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Avenue. Along this section of state route there are three signalized intersections located less than 320 feet apart. East of Burwell Avenue to the intersection with SR 76, the LOS is A. US 41/SR 7 has a LOS C north and south of SR 37/76 (TC stations 114 and 112). CR 216 is functioning at a LOS A. See Figure 3 for the locations of these stations.

Accident Rates:

Overall accident rates within the City of Adel did not exceed the statewide averages. Analysis of the accident data has also shown a decline in accident rates within the city between the years 1996 and 1998. SR 37 and US 41/SR 7 had the highest accident rates within the city, which were comparable to the state average. The highest rates outside Adel were found on US 41/SR 7 south of the city. The accident rates on this section were higher than the statewide averages. See Appendix D for detailed information about the accident rates.

Tractor-trailer accidents are increasing along SR 37. Sixteen

accidents involving tractor-trailers occurred during 1999 and

2000.

In comparison, thirteen tractor-trailer accidents

occurred between 1996 and 1998; this figure includes eight

accidents reported in 1996, four in 1997, and one in 1998.

Nearly half of the year 1999 and 2000 accidents involved trucks

exiting the interstate and turning onto SR 37. This should be

alleviated with the reconstruction of the ramp intersections and

widening of SR 37 as a part of the interchange reconstruction

project, IM-STP-75-1 (193).

Truck traffic within the city is also creating safety concerns at the intersection of SR 37 and SR 76 inside Adel. Traffic traveling between SR 76, the industrial park, and I-75 must turn at this intersection. This intersection has limited turning radii, which causes problems for trucks turning between both the southbound and northbound and the eastbound approaches. This is primarily due to the sharp angle that SR 76 intersects SR 37.

According to data obtained from the Federal Railroad Administration (FRA), the highway-rail crossing collision rate of 0.0968 accidents per crossing within the city exceeded both the statewide and national averages for 1999, which were 0.0146 and 0.0221. All three of the accidents that occurred during 1999 took place at either Talley St. (723349V) or West 9th St. (723323T). These two crossings and a third on Industrial Park

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Dr. (723322L) are among the 100 most dangerous crossings in the state, based on predicted collision rates calculated by the FRA. Two state projects will upgrade the crossing at Talley St. and at 8th Street.
Queues on SR 37/76 at the Burwell Ave. (9006), US 41/SR 7 (9007), and Parrish Ave. (9008) intersections are creating another safety hazard. The short distances between these intersections leave little room for eastbound and westbound queues without blocking adjacent intersections. Furthermore, queues on the eastbound approach at Burwell Ave. can extend over the Norfolk Southern railroad tracks. In the year 2000, five accidents that occurred at the crossing involved queues extending over the tracks on the eastbound approach of the Burwell Ave. intersection.

Projections:
Traffic volumes were projected for the year 2020 based on exponential regression of volume data gathered between the years 1986 and 2000. See Appendix A for more details about the projected traffic volumes and the average traffic growth rates. The projected Levels of Service were based on the projected traffic volumes (See Appendix C).
The analysis of the traffic volumes showed that overall traffic growth averaged just less than 3.0% during the fifteen-year period. The greatest amount of traffic growth centered on SR 37 east of US 41/SR 7 and the roads providing access to the interstate. Traffic growth on I-75 averaged around 3.5%. The projections indicate traffic volumes on SR 37 nearing 20,000 east of the interstate and an AADT of 11,073 on US 41/SR 7 just south of the intersection with SR 37. The projected growth on SR 76 reaches 5,585 east of the interstate.
The traffic growth will cause a general deterioration in the Levels of Service (LOS) of intersections within the study area. The traffic volumes on the eastbound approach at the intersection of CR 216 and SR 7 (9002) are expected to exceed capacity, although the Levels of Service at the intersections with the Exit 37 ramps (9003) do not fall below LOS B. The intersection locations are indicated in Figure 3. At the SR 37 exit on I-75 (9004), both northbound and southbound exit ramp volumes exceed capacity; however, this projection does not consider improvements made as part of the proposed SR 37

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widening project (IM-STP-75-1(193)).

The signalized

intersections along SR 37 also did not fare well with the

increasing traffic volumes. The SR 37 and SR 76 intersection

inside the city limits (9005) is projected to be near capacity,

while the US 41/SR 7 intersection (9007) exceeds capacity. The

N. Burwell Ave. (9006) and N. Parrish Ave. (9008) intersections

are projected to be under capacity.

The arterial Levels of Service will also deteriorate due to the increasing traffic volumes. SR 37/76 is projected to fall to LOS F between Burwell Avenue and Parrish Avenue and LOS C west of CR 135/SR 76. US 41/SR 7 is projected to reach LOS D just south of SR 37/76 (112) and LOS C elsewhere inside the city (114 and 109). The Levels of Service on I-75 will fall to LOS D north of CR 216 (172 and 174) by the year 2020. CR 216 will operate at LOS B (254).

V. Analysis:
Current and projected conditions inside the City of Adel indicate that operational conditions are either currently or in the future at unacceptable levels. Traffic inside the city has increased greatly due to growing levels of through traffic and an expanding industrial center south of the Central Business District.
The increased level of through traffic is focused on SR 37/76. This route serves as the only route for traffic traveling between the interstate in Adel and points east. According to projections, traffic levels on this route will approach 20,000 vehicles per day just east of the interstate and around 12,600 east of US 41/SR 7 by 2020. The Levels of Service along the route fall to LOS F east of the interstate and LOS D just east of US 41/SR 7. Truck concentrations on this route approach 8% of the total traffic near the SR 37 and SR 76 intersection east of the city. The projected volumes will cause several intersections along the route to exceed or near capacity. The SR 37/76 and US 41/SR 7 intersection (9007) and the intersection of SR 37 and SR 76 inside the city (9005) are projected to exceed capacity. The exit ramp intersections at Exit 39 (9004) are also expected to exceed capacity; however, these intersections will be rebuilt as part of an interchange reconstruction project.

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Safety has also become a concern, as Adel has become congested with trains, cars, and trucks. Queuing problems are evident on SR 37/76 near Burwell Ave., US 41/SR 7, and Parrish Ave. Queues at these intersections on the westbound and eastbound approaches are blocking adjacent intersections, compounding the traffic problem. This has been a factor in several accidents in the area, particularly at the railroad crossing just west of Burwell Ave., where the eastbound approach of SR 37/76 can block the crossing.
The intersection of SR 37 with CR 135/SR 76 just east of the interstate also has deficiencies. Truck trafic traveling from CR 135 or SR 76 turning west toward the interstate is encountering turning problems due to the tight turn required at this point. See Figure 2 for the location of this intersection.
The other major source of traffic growth, the industrial park, compounds this problem by not only providing increased truck traffic, but also commuting traffic. Much of this growth has affected Old Quitman Road (CR 216), which connects the industrial park and US 41/SR 7 to Interstate 75. Volumes on this road are expected to reach 5,200 vehicles per day by the year 2020. The recent proposal for a new industrial park along US 41/SR 7 has even greater consequences, as CR 216 will provide the only access between the new park and the interstate without a long detour through the Central Business District. This will also increase traffic levels at the intersection of CR 216 and US 41/SR 7. This intersection is projected to exceed capacity by 2020, even without the new industrial park.
Compounding this situation, rail traffic is a major concern in the area. With increasing roadway volumes and heavy rail traffic, the numerous grade crossings provide a potential safety risk not only within the Central Business District but also near the industrial park. CR 216 is at the extreme southern end of a Norfolk Southern rail yard that extends northward through the city. Through movements and local switching cause the grade crossing on Old Quitman Road to be closed for extended periods during the day. Rail traffic, averaging around 16 trains per day, closed area rail crossings for nearly half an hour each day during the year 2000. This situation is of particular concern on SR 37/76, as eastbound queues often extend across the railroad crossing west of the Burwell Ave. intersection.

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VI. Alternatives:

Two alternatives were proposed by the City of Adel to address deficiencies within the study area. Both alternatives seek to alleviate the traffic problems by providing alternate routes for traffic in the area.

Bypass via CR 216:
The first alternative provides a bypass around the southern end of the city via CR 216. Starting at the junction of SR 37 and SR 76 (see Figure 4), the route involves a reconstructed intersection (1) and new construction between the intersection and CR 216 (2). Just past the intersection with SR 7, an overpass (3) carries the route above the Norfolk Southern mainline. The construction of the overpass will allow for the closure of the grade crossing and a section of CR 216.

EXIT 39

EXIT 37

Figure 4: Proposed Alternatives
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This alternative may require Industrial Park Drive to be relocated so as to provide improved access into the Industrial Park (4). The alternative ends just past I-75 Exit 37 (5). This interchange may require modifications to handle increased traffic loads. Land use along this alternative is predominantly agricultural east of the railroad. Some residential development exists north of the proposed alignment just to the east of SR 7. West of the railroad, the bypass travels through the industrial park. Several vacated gas stations are located near the interstate on CR 216.

Construction of this proposed bypass is estimated to cost around

$8,966,000 (see Appendix E). The new construction on this

alternative travels through largely level terrain, and CR 216

has an 80-foot right-of-way and a 20-foot travel width. This

alternative will require realignment of SR 76 at SR 37, 2.75

miles of new construction between the intersection and CR 216,

and reconstruction of CR 216 east of I-75. The typical section

of this proposed roadway includes two twelve-foot lanes in a

100-foot right-of-way.

This alternate also requires the

construction of a bridge that spans the railroad and US 41/SR 7

since there is not enough room between the railroad and US 41/

SR 7 to get the bridge up over the railroad and back down to

form an at-grade intersection with US 41/SR 7.

This bypass will accommodate local traffic near the industrial park and through traffic traveling between I-75 and the east junction of SR 37/76. This route is expected to carry around 3,200 vehicles daily east of US 41/SR 7. West of US 41, the route is expected to carry nearly 8,400 vehicles per day by 2020.

Westward Extension:
An option of extending this first alternative west of I-75 to SR 76 has also been proposed. This westward extension follows the existing CR 216 south to CR 149 (6), and then follows CR 149 westward until bearing off to the northwest to avoid a sharp curve and several structures (7). Just before the railroad crossing, the route intersects CR 149 again (8) and follows the existing alignment to the intersection with SR 76.

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This route passes through mainly agricultural areas with some residential land use along the existing CR 149. CR 216 has an 80-foot right-of-way and a 20-foot travel width. CR 149 is unpaved, with a 20-foot travel width and a 40-foot right-of-way. The cost of the extension and the first alternative is estimated to be $10,329,000, with the extension costing $1,363,000. This includes reconstruction of CR 216 between I-75 and CR 149, reconstruction and paving parts of CR 149, new construction east of the railroad, and intersection improvements at SR 76. This roadway would have a typical section consisting of two twelvefoot lanes in a 100-foot right-of-way. Improvements to the railroad crossing on the existing CR 149 would also be needed.
This extension allows for improved access between I-75 and SR 76 west of the city. Through traffic on SR 76 can also bypass the city on this route in conjunction with the CR 216 route. Based on year 2020 projections, this road is expected to handle nearly 1,300 vehicles per day.

Southern Bypass:
The second alternative for the proposed truck route involves a bypass even further to the south of the city. This route travels south from the intersection of SR 76 and SR 37 (1) as shown in Figure 4. Following the proposed alignment of the first alternative to the southwest, this alternative bears off to the south on a new alignment south of CR 156 (9). The bypass then crosses CR 249 and CR 25 before turning west. After passing US 41/SR 7 and crossing the railroad (10), the alternative intersects I-75. This alternate will require an interchange at this location to provide access onto I-75 (11). This proposal includes a connection to CR 20 (11) and realignment of CR 242.
Land use along this route is mainly agricultural to the north of CR 249. Residential land use is found near CR 249 and CR 26, and a new industrial park is planned near US 41/SR 7. This entire route involves new construction through level terrain. This alternative also involves a potential railroad overpass just west of US 41/SR 7, realignment of CR 20 and CR 242, an interchange with I-75, and reconstruction of the intersection of SR 37 and SR 76 east of the city. The total cost of this bypass is estimated to be $15,965,000. A typical section of this proposed roadway consists of two twelve-foot lanes in a 100-foot right-of-way. See Appendix E for more details.

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This bypass will accommodate traffic traveling between I-75 and SR 37/76 east of the city. Year 2020 projections indicate that nearly 1,800 vehicles will use this route each day.

VII. Conclusion:
The study identified several current and projected deficiencies within the study area. The intersection of US 41/SR 7 with SR 37/76 and the intersection of CR 135/SR 76 with SR 37 west of downtown are projected to exceed capacity by 2020. The intersection of CR 216 with US 41/SR 7 is also expected to exceed capacity by 2020. Two existing operational deficiencies were noted in the study: queuing problems on SR 37/76 near Burwell Avenue, US 41/SR 7 and Parrish Avenue as well as a turning problem at the intersection of CR 135/SR 76 with SR 37. At the CR 135/SR 76 intersection with SR 37 trucks are having problems negotiating the turn movement from the side streets, CR 135 and SR 76, onto SR 37 traveling west toward the interstate and vice versa.
Deficiencies were also identified along the arterial of SR 37/ SR 76. The sections of SR 37/SR 76 currently function at an unacceptable LOS between Burwell Avenue and Parrish Avenue. This section of state route is expected to function at an unacceptable level in 2020 even with the proposed bypass constructed. The unacceptable LOS is largely due to the close proximity of the signalized intersections, Burwell Avenue, US 41/SR 7 and Parrish Avenue, to each other.
Neither of the proposed bypasses will divert enough traffic from SR 37/SR 76 in the downtown area to allow the route to function at an acceptable LOS. The "Bypass Via CR 216" is projected to divert 3,200 vehicles per day from SR 37/SR 76 and the "Southern Bypass" is only expected to divert 1,800 vehicles per day. The diverted traffic would account for less than 20% of the traffic in the downtown area. The section of state route between Burwell Avenue and Parrish Avenue will still function at a LOS F with either of the bypasses in place.
Several of the problems identified in this study will be remedied by projects that are currently programmed. The problems identified at the intersection of CR 135/SR 76 with SR 37 should be remedied with the I-75 interchange project (IM-STP75-1 (193)). This project will also widen SR 37 from the
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interchange to CR 135/SR 76. The expected problem with the intersection of US 41/SR 7 with SR 37/SR 76 exceeding capacity by 2020 and the unacceptable LOS of SR 37 between Burwell Avenue and Parrish Avenue will be taken care of with project MLP-37 (52) once a viable concept is developed. The signal upgrade project (STP-0002-00 (711)) will address the queueing and should improve the current LOS between Burwell Avenue and Parrish Avenue. The remaining operational problem at the intersection of CR 216 with US 41/SR 7 that was identified in the study is not expected to exceed capacity any time in the near future. This intersection can be looked at prior to the development of the proposed southern industrial park on US 41/SR 7.

VIII. Recommendations:
Although a viable concept has not been developed for the project to widen SR 37, Planning does not recommend constructing a bypass. The bypass would cost between ten to fifteen million dollars to construct and an additional five million dollars(the cost of project MLP-37 (52)) would still be needed to address the problems in the downtown area. Planning recommends that Traffic Operations look at the intersections at Burwell Avenue, US 41/SR 7 and Parrish Avenue to address queuing problems along this section of SR 37 when the signals are upgraded under project STP-0002-00 (711). We also request that Traffic Operations evaluate the intersection at CR 216 and US 41/SR 7 when development of the southern industrial park begins.

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Appendix A
Traffic Volumes within the Study Area

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Past, Current, and Projected Volumes in the Study Area

TC Sta. Route No. Bg. MP End MP 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 Growth 2020

107 SR 7 145 613 1770 2168 1843 1914 1898 1686 1858 1800 1800 1900 2000 2010 1930 2100 2040 0.57% 2202

109 SR 7 614 676 2945 3811 3889 3765 3767 3667 4312 4000 4100 3800 4510 5130 5020 5430 5600 3.52% 8271

112 SR 7 677 776 5054 5268 8736 5161 5575 5433 6196 5600 6100 6300 7170 7300 7180 8110 8360 2.73% 11073

114 SR 7 777 854 6818 7457 7127 6534 7034 7266 7755 6900 6500 6100 7350 7530 7900 8550 8590 1.12% 9625

138 SR 37 476 640 5785 7053 3132 3819 3276 3239 3244 4000 4000 3700 3820 4560 4360 4690 4710 3.29% 7170

141 SR 37 641 678 7629 7569 10501 9133 8135 8227 7845 10600 10700 10300 11980 11910 11870 11940 12460 3.55% 19362

143 SR 37 679 738 9585 9441 12147 9774 8968 9697 11079 11600 11500 11100 11840 12370 12000 12830 12680 2.10% 17230

145 SR 37 739 811 5461 5653 6818 5785 5661 5773 6008 6600 6500 6800 7070 7740 8270 8840 8290 3.20% 12612

147 SR 37 812 929 3743 3742 4431 4008 4150 4418 4411 4600 5100 4500 5150 5440 5730 6120 6180 3.56% 9353

149 SR 37 930 1273 1263 1254 1429 1275 1400 1421 1394 1600 1900 1700 1840 1460 2330 2490 2080 4.41% 3658

156 SR 76 352 669 1431 1917 1847 1786 1408 1815 1943 2100 2400 2400 1710 2510 2280 2090 2350 2.81% 3452

158 SR 76 670 763 5131 5813 6332 5070 4576 5613 5524 6300 5900 6500 5330 5780 5390 4930 5530 0.03% 5585

161 SR 76 1014 1566 4457 1669 2193 2491 2310 2369 2581 2500 2600 2400 2600 2830 3240 2970 3170 3.52% 4846

169 SR 401 98 604 24479 21255 23899 24759 32654 25445 26861 28800 28000 29900 33110 28230 30750 39260 35300 3.06% 52311

172 SR 401 605 774 22890 23662 22082 26519 28509 24718 29826 28700 27000 30400 32120 31610 34150 40110 34880 3.51% 56405

174 SR 401 775 989 21838 25509 24870 24704 28179 27587 30956 22300 27000 30600 31630 32330 35310 41470 35140 3.45% 56681

192 CR 250 479 938 944 1039 984 1024 1144 954 997 1100 1200 1300 1010 960 1050 1000 820 -0.26% 983

223 CS 766 0

74 1285 1272 725 1644 1382 1047 1439 1300 1500 1300 1860 1860 1690 1730 2220 4.29% 3121

241 CR 249 639 923 1534 1388 827 867 848 961 885 1000 1000 900 1140 1320 1310 1280 1350 1.25% 1412

254 CR 216 350 443 1217 1306 2887 1527 1660 2141 1863 1700 1900 2100 2380 2690 3000 2890 3300 5.60% 5200 261 CR 135 73 165 1707 1759 2086 2548 2658 2600 2379 2600 2800 3300 3840 3870 4070 4170 4860 7.12% 8524

OVERALL FORECAST

136966 140005 148785 144107 155192 146077 159356 155700 159500 167300 179460 179440 188830 213000 199910 2.88% 293692

NB: Growth represents average annual volume growth.

See Figure 3 for Traffic Count Station locations.

Office of Planning II

Adel Bypass

9/18/02

Appendix B
Explanation of Level of Service (LOS)

Office of Planning III

Adel Bypass

9/18/02

Level of Service (LOS):

Level of Service is a qualitative measure describing operational

conditions within a traffic stream. Level of Service (LOS)

describes the overall condition of these conditions in terms of

such factors as speed, traffic density, travel time, comfort and

convenience, and safety.

The six letters between A and F

represent the possible values of the Level of Service. A LOS A

represents the best operating conditions, while a LOS F

describes the worst conditions.

In an unsignalized intersection, Level of Service corresponds to the expected delay to minor street. Little or no delays are expected with a LOS A. Short delays are expected with a LOS B. LOS C is the lowest Level of Service considered acceptable by the Georgia DOT and represents an average delay. LOS D and LOS E represent longer expected delays. When the Level of Service is F, the traffic flow shuts down, and delays at an intersection are extremely long.

For planning purposes, signalized intersections are measured in terms of the ratio of volume to capacity. This compares the current and projected traffic volumes with the capacity of the roadway configuration.

Office of Planning IV

Adel Bypass

9/18/02

Appendix C
Current and Projected Levels of Service

Office of Planning V

Adel Bypass

9/18/02

Current Levels of Service:

Two-way Stop Intersections:

Station
9001 9002 9003N 9003S 9004N 9004S

Intersection
SR 76 and SR 37 East of Adel CR 216 and US 41/SR 7
I-75 and CR 216 (NB Exit ramps) I-75 and CR 216 (SB Exit ramps) I-75 and SR 37 (NB Exit ramps) I-75 and SR 37 (SB Exit ramps)

Major St. v/C LOS

-

-

0.03

A

0.01

A

0.03

A

0.04

A

0.06

A

Minor St. v/C LOS

0.23

B

0.57

C

0.07

A

0.06

A

0.17

A

0.25

B

Signalized Intersections:

Station
9005 9006 9007 9008

Intersection
SR 76 and SR 37 in Adel SR 37 and N. Burwell Ave.
SR 37 and US 41/SR 7 SR 37 and N. Parrish Ave.

v/C
0.40 0.41 0.54 0.46

Status
Under Capacity Under Capacity Under Capacity Under Capacity

See Fi gure 3 for intersection locations.

Arterial:

Section

LOS

I-75 to CR 135/SR 7

B

CR 135/SR 76 to Burwell Avenue

A

Burwell to US 41/SR 7

F

US 41/SR 7 to Parrish Street

E

Parrish Street to SR 37/SR 76 east of Adel

A

Office of Planning VI

Adel Bypass

9/18/02

Projected Levels of Service (2020):
(NO BUILD)

Two-way Stop Intersections:

Station
9001 9002 9003N 9003S 9004N 9004S

Intersection
SR 76 and SR 37 East of Adel CR 216 and US 41/SR 7
I-75 and CR 216 (NB Exit ramps) I-75 and CR 216 (SB Exit ramps) I-75 and SR 37 (NB Exit ramps) I-75 and SR 37 (SB Exit ramps)

Major St. v/C LOS

-

-

0.09

A

0.03

A

0.09

A

0.11

B

0.15

A

Minor St. v/C LOS

0.74

D

3.41

F

0.17

B

0.19

B

1.64

F

2.55

F

Signalized Intersections:

Station
9005 9006 9007 9008

Intersection
SR 76 and SR 37 in Adel SR 37 and N. Burwell Ave.
SR 37 and US 41/SR 7 SR 37 and N. Parrish Ave.

v/C
0.89 0.77 1.31 0.75

Status
Near Capacity Under Capacity Over Capacity Under Capacity

See Figure 3 for intersection locations.

Arterial:

Section

LOS

I-75 to CR 135/SR 7*

C

CR 135/SR 76 to Burwell Avenue

B

Burwell to US 41/SR 7

F

US 41/SR 7 to Parrish Street

F

Parrish Street to SR 37/SR 76 east of Adel

A

*With improvements associated with project IM-STP-75-1 (193).

Office of Planning VII

Adel Bypass

9/18/02

Levels of Service With Bypass (2020):
(BUILD)

Two-way Stop Intersections:

Station
9001 9002 9003N 9003S 9004N 9004S

Intersection
SR 76 and SR 37 East of Adel CR 216 and US 41/SR 7
I-75 and CR 216 (NB Exit ramps) I-75 and CR 216 (SB Exit ramps) I-75 and SR 37 (NB Exit ramps) I-75 and SR 37 (SB Exit ramps)

Major St.

v/C LOS

0.06

A

0.34

A

0.27

A

0.1

A

0.27

B

0.13

A

Minor St.

v/C LOS

0.17

B

2.74

F

0.06

B

0.34

C

1.2

F

1.65

F

Signalized Intersections:

Station
9005 9006 9007 9008

Intersection
SR 76 and SR 37 in Adel SR 37 and N. Burwell Ave.
SR 37 and US 41/SR 7 SR 37 and N. Parrish Ave.

v/C
0.86 0.84 0.88 0.67

Status
Near Capacity Near Capacity Near Capacity Under Capacity

See Figure 3 for intersection locations.

Arterial:

Section

LOS

I-75 to CR 135/SR 7*

B

CR 135/SR 76 to Burwell Avenue

B

Burwell to US 41/SR 7

F

US 41/SR 7 to Parrish Street

F

Parrish Street to SR 37/SR 76 east of Adel

A

*With improvements associated with project IM-STP-75-1 (193).

Office of Planning

VIII

Adel Bypass

9/18/02

Appendix D
Traffic and Accident Data

Office of Planning IX

Adel Bypass

9/18/02

State Route 37 (East of Adel)
City of Adel, Cook County

TC Station Begin MP

147

8.12

149

9.30

End MP 9.30 12.73

Length 1.18 3.43

Accidents 0 2

Totals:

4.61

Average ADT:

Accidents: Injuries: Fatalities:

Number
2 0 0

(Rural Minor Arterial)

1996 AADT 5150 1840
Rate 44 0 0

DVMT 6077 6311

Accidents 2 2

12388 2687

State Ave. 270

Number
4 3 0

1997 AADT 5440 1460
Rate 96 72 0

DVMT 6419 5008

Accidents 0 0

11427 2479

State Ave. 303

Number
0 0 0

1998 AADT 5730 2330
Rate 0 0 0

DVMT 6761 7992
14753 3200
State Ave. -

State Route 37 (Inside City Limits)
City of Adel, Cook County

TC Station 138 141 143 145

Begin MP 4.76 6.41 6.79 7.39

End MP 6.41 6.79 7.39 8.12

Length 1.65 0.38 0.6 0.73

Accidents 11 12 34 15

Totals:

3.36

Average ADT:

Accidents: Injuries: Fatalities:

Number
72 37 1

(Principal Urban Arterial)

1996 AADT 3820 11980 11840 7070
Rate 853 438 12

DVMT 6303 4552 7104 5161

Accidents 13 3 19 8

23121 6881

State Rate 706

Number
43 25 1

1997 AADT 4560 11910 12370 7740
Rate 469 273 11

DVMT 7524 4526 7422 5650

Accidents 6 15 16 5

25122 7477

State Rate 719

Number
42 19 0

1998 AADT 4360 11870 12000 8270
Rate 461 209
0

DVMT 7194 4511 7200 6037
24942 7423
State Rate -

Office of Planning V

Adel Bypass

9/18/02

State Route 76 (East of Adel)
City of Adel, Cook County

TC Station Begin MP End MP

161

10.14

15.66

Length Accidents

5.52

5

Totals:

5.52

Average ADT:

Accidents: Injuries: Fatalities:

Number
5 3 0

(Rural Minor Arterial)

1996 AADT 2600
Rate 95 57 0

DVMT 14352

Accidents 4

14352 2600

State Ave. 270

Number
4 1 0

1997 AADT 2830
Rate 70 18 0

DVMT 15622

Accidents 2

15622 2830

State Ave. 303

Number
2 1 0

1998 AADT 3240
Rate 31 15 0

DVMT 17885
17885 3240
State Ave. -

SR 76 (Inside City Limits)
City of Adel, Cook County

TC Station Begin MP End MP

158

6.70

7.63

Length Accidents

0.93

8

Totals:

0.93

Average ADT:

Accidents: Injuries: Fatalities:

Number
8 5 0

(Urban Minor Arterial)

1996 AADT 5330
Rate 442 276
0

DVMT 4957

Accidents 7

4957 5330

State Ave. 706

Number
7 3 0

1997 AADT 5780
Rate 357 153
0

DVMT 5375

Accidents 3

5375 5780

State Ave. 719

Number
3 2 0

1998 AADT 5390
Rate 164 109
0

DVMT 5013
5013 5390
State Ave. -

Office of Planning VI

Adel Bypass

9/18/02

SR 76 (West of Adel)
City of Adel, Cook County

TC Station Begin MP End MP

156

3.52

6.70

Length Accidents

3.18

3

Totals:

3.18

Average ADT:

Accidents: Injuries: Fatalities:

Number
3 1 0

(Rural Minor Arterial)

1996 AADT 1710
Rate 151 50
0

DVMT 5438

Accidents 5

5438 1710

State Ave. 270

Number
5 3 0

1997 AADT 2510
Rate 172 103
0

DVMT 7982

Accidents 1

7982 2510

State Ave. 303

Number
1 0 0

1998 AADT 2280
Rate 38 0 0

DVMT 7250
7250 2280
State Ave. -

County Road 216
City of Adel, Cook County

TC Station Begin MP End MP

254

3.50

4.43

Length Accidents

0.93

1

Totals:

0.93

Average ADT:

Accidents: Injuries: Fatalities:

Number
1 1 0

(Urban Minor Arterial)

1996 AADT 2380
Rate 124 124
0

DVMT 2213

Accidents 1

2213 2380

State Ave. 528

Number
1 0 0

1997 AADT 2690
Rate 110
0 0

DVMT 2502

Accidents 1

2502 2690

State Ave. 552

Number
1 0 0

1998 AADT 3000
Rate 98 0 0

DVMT 2790
2790 3000
State Ave. -

Office of Planning VII

Adel Bypass
US 41/SR 7 (Inside City Limits)
City of Adel, Cook County

TC Station 109 112 114

Begin MP 6.14 6.77 7.77

End MP 6.77 7.77 8.54

Length 0.63 1.00 0.77

Accidents 5 17 8

Totals:

2.4

Average ADT:

Accidents: Injuries: Fatalities:

Number
30 12 0

(Principal Urban Arterial, NHS)

1996 AADT 4510 7170 7350
Rate 524 210
0

DVMT 2841 7170 5660

Accidents 6 14 12

15671 6530

State Ave. 596

Number
32 21 0

1997 AADT 5130 7300 7530
Rate 537 352
0

DVMT 3232 7300 5798

Accidents 2 16 9

16330 6804

State Ave. 558

Number
27 8 1

1998 AADT 5020 7180 7900
Rate 450 133 17

9/18/02
DVMT 3163 7180 6083 16426 6844 State Ave.
-

US 41/SR 7 (South of Adel)
City of Adel, Cook County

TC Station Begin MP End MP

107

1.45

6.14

Length Accidents

4.69

7

Totals:

4.69

Average ADT:

Accidents: Injuries: Fatalities:

Number
7 5 0

(Rural Minor Arterial, NHS)

1996 AADT 2000
Rate 204 146
0

DVMT 9380

Accidents 7

9380 2000

State Ave. 121

Number
7 3 0

1997 AADT 2010
Rate 203 87
0

DVMT 9427

Accidents 2

9427 2010

State Ave. 125

Number
2 5 0

1998 AADT 1930
Rate 61 151 0

DVMT 9052
9052 1930
State Ave. -

Office of Planning

VIII

Adel Bypass
Urban Arterials in Adel
City of Adel, Cook County

TC Station
109 112 114 138 141 143 145 158 254

Begin MP
6.14 6.77 7.77 4.76 6.41 6.79 7.39 6.70 3.50

End MP
6.77 7.77 8.54 6.41 6.79 7.39 8.12 7.63 4.43

Length
0.63 1.00 0.77 1.65 0.38 0.6 0.73 0.93 0.93

Accidents
5 17 8 11 12 34 15 8 1

Totals:

3.36

Average ADT:

Accidents: Injuries: Fatalities:

Number 111 55 1

(Principal Urban Arterial)

1996 AADT 4510 7170 7350 3820 11980 11840 7070 5330 2380
Rate 662 328
6

DVMT
2841 7170 5660 6303 4552 7104 5161 4957 2213

Accidents
6 14 12 13 3 19 8 7 1

45962 13679

State Rate 706

Number 83 49 1

1997 AADT 5130 7300 7530 4560 11910 12370 7740 5780 2690
Rate 461 272
6

DVMT
3232 7300 5798 7524 4526 7422 5650 5375 2502

Accidents
2 16 9 6 15 16 5 3 1

49329 14681

State Rate 719

Number 73 29 1

1998 AADT 5020 7180 7900 4360 11870 12000 8270 5390 3000
Rate 407 162
6

9/18/02
DVMT 3163 7180 6083 7194 4511 7200 6037 5013 2790
49170 14634
State Rate -

Office of Planning IX

Adel Bypass
I-75/SR 401
City of Adel, Cook County

TC Station 169 172 174

Begin MP 0.98 6.05 7.75

End MP 6.05 7.75 9.89

Length 5.07 1.70 2.14

Accidents 29 21 8

Totals:

8.91

Average ADT:

Accidents: Injuries: Fatalities:

Number
58 20 0

(Rural Interstate)

1996 AADT 33110 32120 31630
Rate 55 19 0

DVMT 167868 54604 67688

Accidents 20 23 20

290160 32566

State Ave. 50

Number
63 38 5

1997 AADT 28230 31610 32330
Rate 65 39 5

DVMT 143126 53737 69186

Accidents 18 15 7

266049 29860

State Ave. 49

Number
40 18 0

1998 AADT 30750 34150 35310
Rate 38 17 0

9/18/02
DVMT 155903 58055 75563 289521 32494 State Ave.
-

Office of Planning X

Adel Bypass
Appendix E
Cost Analysis
Office of Planning XI

Adel Bypass

Item Bypass - Rural Bypass - Urban Overpass Roadway - Access Widening Overlay Right of Way

Alternative 1:

SR 37 to I-75 via CR 216

Description Rural New Location (mi) Urban New Location (mi)
Railroad Under (ft^2) Rural New Location (mi)
Widen CR 216 (mi) Upgrade CR 216 (mi) 60-foot Minimum (acres)

Amount 2.40 0.40
100320 0.45 0.75 0.75 21.10

Unit Cost $1,060,000 $1,164,000
$45 $1,060,000 $169,877 $298,848
$10,000 Total Cost

Full Cost $2,544,000 $465,600 $4,916,000 $477,000 $127,408 $224,136 $211,000 $8,965,144

Alternative 2:

Westward Extension from I-75 to SR 76

Item Bypass - Urban Widening - CR 216 Overlay - CR 216 Pave - CR 149 Railroad Crossing Right of Way

Description Urban New Location (mi) 12-foot Lanes Typ. (mi)
Upgrade CR 216 (mi) Upgrade CR 149 (mi) Lights, Bells and Gates 60-foot Minimum (acres)

Amount 0.50 0.35 0.35 0.40 1 4.24

Unit Cost $1,164,000 $169,877 $298,848 $1,060,000 $150,000
$10,000 Total Cost

Full Cost $582,000 $59,457 $104,597 $424,000 $150,000 $42,400 $1,362,454

Office of Planning XII

Adel Bypass

Alternative 3:

Southern Bypass

Item

Description

Bypass Constr.

Rural New Location (mi)

RR Overpass

Railroad Under (ft^2)

Roadway Constr.

Access to CR 20 (mi)

Interstate Overpass

Over I-75 (ft^2)

Roadway - Access Relocate CR 242 (mi)

Right of Way

60-foot Minimum (acres)

Amount 4.10
100,320 0.30
0.45 31.00

Unit Cost $1,060,000
$45 $1,060,000
$1,060,000 $10,000 Total

Full Cost $4,346,000 $4,514,400 $318,000 $6,000,000 $477,000 $310,000 $15,965,400

NB: These cost estimates are based on construction of a two-lane roadway with a travel width of 24 feet.

Office of Planning

XIII

Adel Bypass
Appendix F
Photographs from the Study Area
Office of Planning XIV

Adel Bypass
1. Facing southwest towards the eastern intersection of SR 37 and SR 76 (9001).
2. Facing south from intersection 9001, in the direction of the proposed bypasses.
Office of Planning XV

Adel Bypass
3. Facing northeast towards the intersection of Old Quitman Rd. (CR 216) and US 41/SR 7 (9002).
4. Facing southwest on CR 216 towards the railroad crossing.
Office of Planning XVI

Adel Bypass

5. Facing east on SR 37/76 from Burwell Ave.

6. Facing west on SR 37/76 towards the railroad.

Office of Planning

XVII

Adel Bypass

7. Facing south from SR 37/76 along the railroad.

8. Facing west at the western intersection of SR 76 and SR 37 in Adel (9005).

Office of Planning

XVIII

Adel Bypass
9. Facing towards southwest corner of intersection 9005.
10. Facing north from intersection 9005. Office of Planning
XIX

Adel Bypass
11. Facing east from CR 216 at the beginning of new construction of the first bypass alternative.
12. Facing west on CR 216 from the same point as in Picture 11 above.
Office of Planning XX