Georgia highways and vacation/recreation travel, 1972 December

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DIVISION OF RESEARCH, COLLEGE OF BUSINESS ADMINISTRATION, UNIVERSITY OF GEORGIA

Travel Research Study # 15
Georgia High.ways and Vacation /Recreation Travel
Eugene C. Holshouser Polly W. Hein
Prepared /or the
TOURIST DIVISION R. L. Burson, Director GEORGIA DEPARTMENT OF COMMUNITY DEVELOPMENT
Louis W. Truman, Lt. Gen. U. S. A. (Ret.J Commissioner
Division of Research College of Business Administration
University of Georgia Athens

G) Copyright
Division of Research, College of Business Administration University of Georgia December 1972
Library of Congress Catalog Card Number: 73-620025
Printed in the United States of America

FOREWORD
In 1968 the Division of Research published highway projections in a study entitled "Forecast of Vacation/Recreation Traffic on Major Georgia Highways." The purpose of that report was to project future vacation/recreation travel on Georgia's interstate system and on major north-south non-interstate routes within the state. The study was prepared for the Tourist Division of the Georgia Department of Industry and Trade to be used as a planning tool in the future development of Georgia's travel industry.
Widespread use of that publication and the time that has elapsed since its original release suggested a need to update the data. A re-examination of the original data and an investigation of current highway statistics resulted in the projections contained in this report.
In addition, a section has been added describing changes in Georgia traffic patterns over the past decade and the resulting effect on the state's travel industry. The current status of Georgia's interstate system is discussed and possible future highway developments are described.
Eugene C. Holshouser is Professor of Economics at the University of Georgia and was the author of the original projections. Dr. Holshouser is joined in this publication by Polly W. Hein, Research Associate in the Division of Research, who has been active in the Division's travel research program since its inception in 1960.

II

The authors would like to express appreciation to the Georgia Department of Transportation for assistance and support in preparing this publication. Within the Department, special thanks are extended to Emory C. Parrish, Deputy Director, and Nicholas M. Muskavoy and members of his staff in the traffic survey Department. Appreciation is also expressed to Robert C. Kirk, Ray Threlkeld and Bill Bryant of the Transportation Department for their help with the report.
It is hoped that this travel research study will be of use to those interested in the development of the travel industry in Georgia.
William B. Keeling, Director Division of Research

TABLE OF conTE!JTS
List of Tables
List of Maps
I. GEORGIA HIGmvAYS
Georgia's Interstate System Highways in 1961 Highways in 1970 Changing Travel Patterns Current Status and Scheduled Completion
of Georgia's Interstate System Future Traffic Patterns Secondary Effect of the Interstate System Proposed New Highways and Road Systems
Scenic Roads and Parkways An Interregional System
II. FORECAST OF VACATION/RECR.EA':!:'IOrl TRAVEL
Methodology The Interstate Routes The Non-interstate Routes
Estimating Average Daily Volume of Vacation/Recreation Travel The Interstate Routes The Appalachian Developmental Highway Other Non-interstate Routes
Summary

Page
1
2 4 8 8
13 14 16 18 18 20
25
26 26 29
32 32 34 37
39

LIST OF TABLES

Page

Table 1. Vacation/Recreation Content of Traffic on Selected Georgia Highways During the

1960-61 Survey

6

Table 2. Status of Georgia's Interstate System,

November, 1972

15

Table 3. Estimated percentages of Vacation/ Recreation Travel on Interstates 16, 20, 75, 85, 90 and 185, 1975 and 1990 . . . . 28

Table 4. Estimated 1971 Traffic Volume Classified by Percentage of Type Vehicle

38

Table 5.

Estimated Percentage of 1971 Traffic Volume that Would Have Been Diverted if the Interstate System and the Appalachian Developmental Highway Were Completed . 40

Table 6.

Estimated Total and Vacation/Recreation

Traffic Volume on the Interstates and

Appalachian Highway, 1970, 1975, and

1990

. . . . . 41

Table 7.

Estimated Total and Vacation/Recreation

Traffic Volume on the Major Georgia

Non-interstate Highways, 1971, 1975

and 1990

. . . 42

LIST OF MAPS

Map I. Map II. Map III. Map IV.
Map v.

Page

. . . . Status of Georgia's Interstate System

3

Georgia Traffic Map, 1961 Georgia Traffic Map, 1970

10
. . . . 11

Coastal Plains Region Interstate and

Recommended Developmental Highway Systems

. . . . 22

The Interstate System, Paralleling Non-interstate Routes, Other High Volume Non-interstate Routes and Locations on the High Volume Noninterstate Routes

. . . . 31

. . . . Map VI. Location Sketch Map, Proposed Blue

Ridge Parkway and Appalachian Highway

35

GEORGIA HIGHWAYS
The automobile is the most important mode of travel throughout the country. The 1967 National Travel Survey by the Bureau of the Census reported that 79 percent of all travel and 87 percent of vacation and pleasure travel in the states was by automobile. In Georgia, more than 90 percent of all leisure travel is by auto, a fact that makes the state's highway system a vital part of the Georgia travel industry.
A third of Georgia's 98,920 miles of roads and streets in 1970 were in the federal aid system, but almost 70 percent of the total traffic moved on these routes. An even higher percent of vacation/recreation traffic is carried by the federal aid system. For this reason, discussion here is concentrated on those routes.
The Federal-Aid Highway Act of 1916 first provided for the sharing of highway construction costs between the states and the Federal Government. The federal-aid primary system connects all principal cities, county seats, ports, manufacturing areas, and other traffic generating areas.
Certain sections of the primary system are more important than others from the viewpoint of national interest. Consequently, in 1944 Congress authorized the creation of a National System of Interstate and Defense Highways. In 1956 Congress authorized a long-range program to complete the system by funding 90 percent of the total estimated costs.
Federal legislation limits the interstate system to 42,500 miles with a target date for completion originally set for 19 72. Current legislation moved the deadline date to 1978, but efforts are being made to extend the time limit. The

creation of this completely new road system paralleling eXisting primary routes and offering a safe, high-speed network of controlled-access highways has changed historic travel patterns radically in many cases.
Georgia's Interstate System
Eleven routes with a total mileage of 1,150 are planned for the interstate system in Georgia. Three, I-75, I-85, and I-95, are north-south routes; and two, I-16 and I-20, run east-west. (See Map I). Two small sections of I-24 and I-59 cut through the extreme north-west corner of the state, but are not integral parts of Georgia's traffic system.
Atlanta and Macon also have perimeter or by-pass routes (I-285, I-485, and I-475) designed to ease traffic congestion in those metropolitan areas. I-185, Columbus to I-85, was the last section approved for the extension of Georgia's interstate system.
There are several interesting characteristics in Georgia's interstate system. I-75 and I-95 are two of the nation's seven interstate routes that extend border to border. These same routes are also two of 13 in the nation that are over 1,000 miles long. I-16 is one of eleven in the nation completely intra-state within the interstate system.
It is this interstate system and its development over the past ten years that has changed traffic movement on Georgia highways. This change in traffic patterns significantly affects the existing travel industry and influences future development. The sections that follow describe Georgia highways
2

:ATIJS O F GEORGIA INTERSTATES

PREPARED QUARTERLY BY
STATE HIGHWAY DEPARTMENT OF
GEORGIA

OCTOBER
1972

LEGEND - INTERSTATE STATUS

-=-=-:.l CilIIIJ

OPEN TO TRAFFIC ADVANCED STAGE OF CONSTRUCTION BEGIN NING STAGE OF CONSTRUCTION FUTURE CONST RU CTION OTHER US HIGHWAYS AVAILABLE CONNECTING ROUTES
REST AREA @ WITH SANITARY FACILITIES

300 400 500

UNDER CONST.

700

900

1000 PLANS

(M ILESl
1100 UNDERWAY

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and related travel at the beginning and end of the decade and point out specific changes in traffic patterns related to new interstate routes and the effects these changes are having on Georgia's travel industry.
Highways in 1961
Georgia's primary road system in 1961 was composed of approximately 20,800 miles of US or state numbered highways. Less than 100 miles of the interstate system were complete and had affected traffic patterns so slightly they were not shown on 1961 flow maps. Interstate 75 from Worth County to Valdosta was complete and a few miles of I-85 and I-20 east of Atlanta had been constructed. There were some mul~ilane divided routes concentrated in metropolitan areas, but most highways throughout Georgia were dual lane. Road beds were narrow and surfaces rough, even on the primary system.
These were the road conditions the year Georgia undertook its first highway travel survey and began a program of continuing travel research. In that survey out-of-state travelers were definite in their criticism of Georgia highways. Thirty-three percent of the visitors interviewed criticized road conditions in the state. This was the most frequent complaint made by parties asked for suggestions to improve travel in Georgia.
Fortunately, even before the highway survey was complete, preliminary reports helped inaugurate a badly needed $100 million road widening and resurfacing program.
The most heavily traveled routes in 1961 were US 41, 17, 301, and north-east portions of US 23. US 17 and 301 serve coastal Georgia and US 41 is a north-south route through
4

the center of the state from Tennessee to Florida. The northeast leg of US 23 connects Atlanta with the Carolinas.
ouring the 1971 highway survey, interviews with 141,000 motorists on Georgia highways established the vacation/ recreation content on major routes. US 301 had the highest percent of leisure travel that year, followed by US 17, 441, US 23 (north-east), and US 41.
The study revealed that US 301 carries predominantly out-ofstate pass-through vacation traffic enroute to and from Florida. The most important market is the Mid-east, followed by the Southeast.
US 17 also carries a great number of pass-through travelers, but in addition has the attraction of the Savannah and Brunswick areas as desirable destination or stop-over areas.
US 441 is a well established north-south scenic route to the Appalachian Highlands and Piedmont regions. The greatest number of travelers on this route are from Southeastern states and it is particularly attractive to Floridians during the summer and the fall leaf tour season.
~ In 1960-61, US 41 was the primary route for visitors from
the Great Lakes and for Floridians northbound to the midwest. The section just north of Atlanta also displayed a significant amount of commuting and out-bound recreation traffic.
The v acation/ recreation content on other highways identified by the 1961 highway survey is shown in Table 1.
5

Table 1

VACATION/RECREATION CONTENT OF TRAFFIC ON SELECTED

GEORGIA HIGHWAYS DURING THE 1960-61 SURVEY

Interview Station Location

Percent Vacation/Recreation

US 1 South at Augusta US 1 (and 23) Florida line

11.4 52.5

Ga 5 - Tennessee line

0.6

Ga 5 - North of Marietta

1.0

US 17 South of Midway US 17 Florida line US 17 By-pass around Talmadge Bridge

40.6 40.3 15.3

US 19 North of Atlanta at Cumming US 19 North of Albany at Smithville

10.8 17.7

Ga 21 North of Savannah at Rincon

1.3

US 23 North of Atlanta near Sugar Hill US 23 South of Atlanta at Locust Grove

26.6 6.7

US 25 About 5 miles north of Brunswick US 25 South of Augusta at Grace Wood US 25 (and 1) Florida line (see 301 below)

11.1 6.2
(52.5)

US 27 2 miles north of Columbus

43.6

US 27 South of Columbus at Cusseta

17.7

US 27 Alternate North of Columbus at Waverly Hall 2.1

US 29 South Carolina line (Winter interviews only) 3.7

US 29 East of Atlanta at Dacula

5.7

US 29 Alabama line

1.5

US 41 Tennessee line US 41 North of Atlanta at Kennesaw US 41 (and US 19) South of Atlanta at Sunnyside US 41 South midway between Cordele and Vienna

14.1 21.0 22.6 25.8

US 78 10 miles southeast of Lexington US 78 East of Atlanta at Monroe US 78 Alabama line

13.2 3.9 8.6

US 80 East of Columbus at Geneva US 80 West of Ga. 17 intersection near Savannah

12.5 9.7

6

US 82 At Hinesville (Winter interviews only) US 82 East of Tifton at Enigma
US 84 West of Brunswick at Nahunta US 84 West of Waycross at Argyle US 84 5 miles east of Bainbridge
Ga 85 South of Atlanta at Haralson
Ga 104 Northwest of Augusta at Evans
US 123 East of Toccoa at South Carolina line
US 129 Southeast of Gainesville at Talmo US 129 10 miles north of Fitzgerald
US 278 Alabama line US 278 East of Atlanta, midway between
Conyers/Covington US 278 12 miles west of Augusta
US 301 South Caroline line US 301 (Also see US 1 and 23 above. Routes
merge at Florida line
US 441 14 miles north of Athens at Nicholson

3.9 25.6
11.8 16.4 14.7
9.3
3.1
10.4
3.8 33.5
3.1 4.2
3.6
65.9 (52.5)
34.8

7

Highways in 1970
Georgia's road system in 1970 was considerably different from that of 1961. The federal aid system had expanded to 28,500 miles, 730 of which were completed interstate routes. Also included in the federal system were an additional 417 miles termed "interstate travelways, ." routes parallel to designated interstates not yet constructed. Several hundred of the remaining 400 miles of interstate were already in an advanced stage of construction.
The two interstate routes nearest completion in 1970 were I-75 and I-85. Only a small section of I-75 north-west of Atlanta had been delayed for environmental reasons and I-85 was open from Atlanta to the South Carolina line. I-285, Atlanta's 63 mile perimeter route, and Macon's I-475 west by-pass, were also completed in 1970. Although not in the interstate system, an important controlled access road (Ga. 365) between Gainesville and I-85 had opened. Relatively insignificant to Georgia traffic patterns, I-59 and I-24 in north-west Georgia were also in use. The remaining interstate routes were in the beginning stages of development.
Since the 1960-61 study no new field surveys have been made of the recreation content of traffic on Georgia highways. Estimates of vacation/recreation travel, based on the original study and on current highway department statistics, are given
in Section II, Forecast of Vacation/Recreation Travel.
Changing Travel Patterns
The new system of highways just described sharply altered the pattern of traffic movement in Georgia. This change is best seen in the following traffic flow maps for 1961 and 1970. Flow maps are developed annually from basic
8

traffic data by the Division of Highway Planning, Georgia Department of Transportation, in cooperation with the U.S. Department of Commerce, Bureau of Public Roads.
The maps show scaled traffic bands representing the annual average 24-hour traffic count of all types of motor vehicles on the state numbered system. These 24-hour counts are developed from a system of continuous count automatic traffic recorders and from seasonal control stations designed to augment continuous counts. In 1961 there were 25 permanent traffic recording stations but the number was expanded to 38 by 1970.
The change in traffic patterns is due to diversion of traffic from existing routes to more desirable interstate routes. Most often the diversion is from existing parallel highways, but sometimes alternate routes some distance from the interstate can be affected.
Interstate 75 and 85 most affected traffic patterns from 1961 to 1970 because of their advanced stage of completion and their intersection in metropolitan Atlanta. A good illustration of the effect of diversion on parallel routes can be seen by comparing traffic counts in the following Maps II and III for I-75 and US 41. At a point south of Perry, long a highway department permanent counting station, the traffic flow is considered representative of the southern part of both north-south routes. The average 24 hour count on US 41 in 1961 was 3,500 but only 1,400 in 1970. I-75 on the other hand had an average daily count of 16,300 in 1970.
I-75 has also diverted traffic from US 19, 27, 23 (341) and 129. US 27 once was an important tourist route to and from Florida through the Warm Springs-Callaway Gardens area.
9

Map II Georgia Traffic Map, 1961

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Map Ill Georgia Traffic Map, 1970

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US 23 (341) connects Macon with the Georgia coast and eastern Florida. US 129 and US 19 are alternate north-south routes paralleling US 41.
The opening of Interstate 85 from South Carolina to Atlanta likewise drew traffic from US 23, 29, and 78, all established north-south traffic lines through Georgia.
The overall effect produced by interstate 75 and 85 is the consolidation of traffic into two large corridors where before there had been a dispersion of traffic among many alternate routes. From 1960 to 1970 the merging of I-85 and I-75 in Atlanta also affected both coastal tourist routes, US 441, and to some degree other north-south routes such as US 1, 25, and 27.
When these interstates connected in Atlanta, Valdosta and Lavonia Welcome Center records indicate that many travelers between the northeast and Florida elected to take I-85 and 75 through Atlanta even when the trip had an origin or destination on the Florida east coast. Travelers were willing to take the longer route in exchange for a safer, and often faster trip. The Florida east coast had previously been served almost exclusively by US 17 and 301.
The degree of diversion from US 301 and 17 varied throughout the ten-year period depending on the progress made on I-85 and 95 in states northeast of Georgia. When greater stretches of I-85 were opened in the northeast, the alternate route through Atlanta was more often used. In the years I-95 extended further south toward the Carolinas, the greater flow of traffic terminated nearer coastal 301 and 17.
12

US 301 suffered a higher diversion rate than US 17. Over the ten year period, traffic on US 17 increased 51 percent compared with only 9 percent on US 301. It was pointed out earlier that US 17 enjoys the amenities of Savannah and Brunswick as destination or stop-over areas, which when coupled with the terminus of I-95 in South Carolina probably caused the lower diversion of traffic from US 17.
I-75 and 85 have had an interesting effect on US 441. This route, for years a favorite one between Florida and the mountains, suffered some as a result of the two new northsouth routes, but the entire route was not affected. The further north on US 441, the less is the diversion. This occurs because travelers use I-75 between Florida and Macon and then take US 441 between Macon and the mountains. This pattern of movement is best illustrated by the following statistics. At the Florida line traffic counts were 900 daily in 1962 compared with 450 in 1970, a 50 percent decline in traffic. Looking at the northern section of 441, compare the 2,100 daily vehicle count in 1961 with 3,300 vehicles in 1970.
Current Status and Scheduled Completion of Georgia's Interstate System
According to Georgia Department of Transportation reports late last year, 75 percent of Georgia's interstate system is complete. Plans call for construction of 1,150 miles of interstate routes of which 868 miles are open to traffic. Another 87 miles are under construction and contracts will be awarded for the remaining 196 miles during the next two years.
The Georgia Transportation Department has scheduled completion of the interstate system in 1978, the year federal
13

construction funds will be cut off. Table 2 gives the status of each of the eleven Georgia interstate routes and the projected date of completion.
Future Traffic Patterns
The completion of Georgia's interstate system will further alter travel patterns in Georgia. Diversion from existing routes will continue and demand will be generated by the network of interstate routes.
I-95 will have the greatest impact on Georgia's current traffic flow. It will be the most important tourist route in the state, taking on the characteristics of the two original coas t al routes. The Department of Transportation is expecting an extremely high diversion of traffic from US 301 and 17. Scheduled for completion by 1976, it will closely p arallel US 17. I-95 will be the most direct route from the northeast to coastal Georgia resorts and Florida, where it will intersect I-4, the interstate route to Disney World. The opening of I-95 will also affect the trend in travel to Florida via I-85 to Atlanta and I-75 south. The Georgia Department of Transportation estimated in 1971 t hat 3,000 vehicles per day then travelling on I-75 would have used I-95 instead, if the latter route had been completed.
In November of last year, I-20 was opened to traffic from Augusta to Atlanta. A segment west of Atlanta to Douglasville has been opened to traffic for several years, leaving about 50 miles to complete the route in Georgia. Its completion east of Atlanta will further divert traffic from US 278, the old Atlanta-Augusta highway. It will carry inter-metropolitan traffic and connect southwestern states with the southeast coastline.
14

Table 2 STATUS OF GEORGIA'S INTERSTATE SYSTEM
November, 1972

Mileage Route Total Open

Under Construction

Completion To Be Let

Milea~e

Date

Milea~e Date

Anticipated Completion Date

16

165.3 95.3

21.7

1971-74

48.3 1974

1976-77

20

201. 3 167.2

34.1 1972-3 1975-76

24

4.1

4.1

59

19.8 19.8

75

352.7 325.6

5.0

1971

22.1 1972

85

169.2 141.9

7.5

19.8 1972-74 1976

95

112.5 34.6

52.6

25.3 1972-73 1975-76

185

41. 2 none

41.2 1974

1978

285

63.0 63.0a

475

15.8 15.8

485

5.1 0.2

4.9

1977b

a I-75 to 85 on the southside is being torn up and re-paved to handle traffic needs projected into 1990's.
b
Capitol area to I-85 to Cheshire Bridge Road tied up in federal court environmental litigation.

15

When it is complete, I-16 connecting Macon and Savannah will divert traffic from US 80 and 280. I-16 by intersecting I-75 at Macon will make the Georgia coast more accessible to travelers from other Southeastern states and the Great Lakes Region. Its opening should increase trips to coastal Georgia from metropolitan Atlanta and Macon, particularly for week-end visits.
I-185 will greatly improve the driving conditions between metropolitan Atlanta and Columbus by its connection with I-85 near LaGrange. The route will lie approximately 10 miles from Callaway Gardens, Warm Springs, Franklin D. Roosevelt Park, and Hamilton on the Square. Its completion should increase recreation visits to the area from Atlanta and facilitate similar traffic moving from Columbus.
Secondary Effect of the Interstate System
The preceding discussion concerned changing traffic patterns caused by the diversion of traffic to new interstate routes and increased travel to Georgia recreation areas generated by the new system. This concentration of traffic where there had been dispersion among many alternate routes has had a far reaching effect on the Georgia travel industry. The changes caused many travel-serving firms on the old routes to close and dictated development areas for new businesses.
Interstates attract new firms such as motels and restaurants to serve the transient traveler but, more importantly, they encourage destination areas and enroute travel attractions. To name a few, the Atlanta Stadium is at the intersection of I-20, I-75, and I-85, Six Flags Over Georgia is located on I-20 west, Lion Country Safari is at Stockbridge south of Atlanta near I-75 and a museum complex of South Georgia's
16

agricultural past being developed by the Georgia Agrirama Development Authority will locate at an I-75 interchange in Tift County.
Attractions whose locations were not initially geared to interstate routes benefit by their presence. Stone Mountain is located near I-285, the Atlanta perimeter route. Underground Atlanta is within blocks of I-20, I-75, and I-85. Historic sites in Savannah are served by two interstate routes, I-16 and I-95, and most of Georgia's Corps of Engineer lakes are accessible via interstate routes. Currently under development, Lanier Islands in Lake Sidney Lanier is tied to I-85 by the Gainesville connector, a divided, accesscontrolled highway (state route 365).
This buildup of attractions could create a secondary change in traffic patterns related to interstate routes. Depending on the location of future attractions and assuming quality developments, traffic can be diverted from one interstate route to another.
For example, Atlanta has already won national attention with its professional sports, travel attractions, and sophisticated system of accommodations. These attractions and further additions can well influence travelers to drive I-75 and I-85 to or from Florida as an alternative to I-95. Coastal development along the Golden Isles, continued expansion and renovation of historical Savannah, and development at the Cumberland Island National Seashore can lure the I-75 traveler to take I-16 and I-95 for at least one leg of his journey.
In summary, after the metamorphosis of highway diversion, the development of quality travel attractions and resort areas around completed interstates could further affect travel patterns in Georgia.
17

Proposed New Highways and Road Systems
The interstate system as described forms the backbone of Georgia's road system. What direction will road building take in the future? The Georgia Department of Transportation reports that even if the basic interstate system is complete by 1978, more interstate-quality routes can be expected in the future.
There are already moves under way and associations organized to push for construction of freeways from Columbus to Albany to Brunswick; from Tallahassee to Augusta; from Memphis, Tennessee to Rome and across north Georgia to Charleston, South Carolina; and from Columbus to Macon and Augusta along the current US 80 route. In recent weeks the Georgia Department of Transportation endorsed a proposed west Georgia tollway that would begin near Chattanooga, Tennessee, and extend to the Florida line near Tallahassee.
Long range plans call for a 160 mile outer perimeter road around Atlanta, and a system of toll freeways in the metropolitan area has been accepted by the transportation board. The tollway system would include connections with north Fulton County from I-20 south to Stockbridge, and from the eastern end of the Lakewood Freeway to I-20 near the Flat Shoals Gresham Road exit. A controversial section of this system connecting Atlanta and Stone Mountain has been rejected by the board.
Scenic Roads and Parkways
In 1962, the President created the Recreation Advisory Council which in 1964 recommended a national program of
18

scenic roads and parkways. The criteria for selecting scenic routes would be the need for roads to serve pleasure travelers or travel associated in some way with recreation amenities. Funding is expected to be on a 50-50 basis between the Bureau of Public Roads and state highway departments over a period of time from acquisition of funds to 1990.
During 1965-66 the Georgia State Highway Department completed their initial study in this planning program. Approximately 1739 miles of roads were identified by the department as potential scenic routes. Two important proposals are the extension of the Blue Ridge Parkway into Georgia and the Appalachian Developmental Highway. A discussion of these routes as well as projected traffic flow figures for the latter project is covered in Section II.
~nother significant plan in the scenic system is a coastal parkway connecting I-95 south of Savannah with new construction to Skidaway Island then south along the coast over Ossabaw Island. It would bridge the St. Catherine Sound, cross St. Catherines Island, bridge Sapelo Sound, cut across a corner of Blackbeard Wildlife Preserve and Refuge, and cross Sapelo Island joining Georgia 99 on the mainland.
The route would then continue with Georgia 99 and US 17 across the Altamaha River, with new construction to St. Simons Island and Jekyll, up the Georgia 50 spur to Brunswick, bridge St. Andrews Sound, travel Cumberland Island seaward side, spur to Harrietts Bluff and on to I-95 near Woodbine, then bridge across the St. Mary's Outlet to Fernandina Beach. The creation of a National Seashore on Cumberland Island and ecological concern for the coast and its marshlands probably will prevent construction of this route. Should any section of this highway be constructed, it would have an enormous effect on I-95 traffic along the coast.
19

Many existing highways in Georgia are scenic and would enhance the proposed system. The Richard B. Russell Scenic Highway is a good illustration. It begins in White County near Robertstown and follows Georgia 348 across the ridge into Union County. It is particularly attractive to recreation travelers because it terminates at Georgia 180, the new paved highway to the U.S. Forest Service Visitor Information Center atop Georgia's highest peak, Brasstown Bald.
With the exception of the Appalachian Highway north of Atlanta, no funding of scenic roads has occurred. Should funding materialize, the building of a scenic system not only will provide additional recreation travel-ways that will divert traffic from existing routes, but would provide economic help to fill the void that will be felt when interstate highway spending terminates.
An Interregional System
Eighty-six south Georgia counties are in the Coastal Plains Region, an area designed as an economic development region in accordance with the 1965 Public Works and Economic Development Act.
The administrative body is the Coastal Plains Regional Commission, a federal-state partnership created to foster and induce orderly accelerated economic growth in 159 counties in North Carolina, South Carolina, and Georgia which lie between the fall line and the Atlantic coast.
One of the major target areas the Commission designated for study was the region's transportation system. The study, completed in 1969, reviewed existing roads and projected highway programs and found that the problem was one of quality
20

rather than quantity. Except for the interstate system, there are no intercity freeways in the region. Map IV on page 22 shows the resulting study recommendations for a developmental highway system in the Coastal Plains Region.
The Commissions's recommendations focus on two intermediate levels of highways below the interstate system: An interregional freeway system connecting the major urban centers in the Region, designated "primary center connectors" (shown in red on Map IV); and a four-lane divided, partial control of access, system linking the secondary urban centers into the regional network. These are designated "secondary center links" and shown on the map in blue. A second echelon "secondary center links" system is designated by a broken blue line on Map IV. Recreation-oriented routes appear as double blue lines and the interstate system is shown in green.
The proposed system in Georgia would contain 2,200 miles of additional or improved roadways. The study recommended that the highest priority project for Georgia be the construction of a multilane, limited access facility in the Columbus-MaconAugusta corridor. This would tie in with I-20 near Augusta and I-16 at Macon. At Columbus the route would connect US 280 that is scheduled to be four-laned to Opelika, Alabama, where it intersects I-85.
Much of the system recommended by the Coastal Plains Commission would be upgraded in the normal construction programs of the state, however, the Commission's objective is to accelerate these programs and to relate them from a regional perspective. The interstate system provides the basic framework for a regional network of highways. With this as a starting point, the recommended corridors are considered to be next in importance to the interstate system.
21

P710N IV
COASTAL
INTERSTATE AND RECOMMENDED
/
DEVELOPMENTAL HIGHWAY SYSTEMS

....,

I

i

'?"

l

(J

/

/--

<
/F a;

( .,(~.

lt y

0
0 0

Primary center connectors Secondary center links

- - ----

Secondary center links Recreation oriented routes Interstate routes

Source: C .P .R . Transporation Study.

The study envisioned routes i n the corridors connecting primary centers, as eventually meeting freeway standards (four-lane divided, full control of access). The routes connecting secondary centers should eventually be four-lane, divided facilities wi th partial control of access at key interchanges and through congested areas.
Since no change in the existing federal-aid program is likely to occur until after the completion of the interstate system and an examination of state financial capabilities indicates that needs are exceeding revenue sources, the study recommended that the Coastal Plains Regional Commission seek federal funds to supplement current federal-aid highway funds and that these additional funds be used to implement an accelerated program of highway improvements in the region. The complete network should be considered an objective for long-range planning through 1990. This would provide another economic buffer when the i nterstate system is complete.
The multiplicity of the suggested road system and the long range planning peri od i nvolv ed preclude a discussion of specifi c influences that such a highway system might exert on other routes. Fr om p r eceding d i scussions of the influence of new construction on existing routes, the reader can speculate on the possible changes that might occur if the system is implemented.
In summary, Georgi a's h i ghway system i s important to the Georgia travel i ndustry because most recreation travel is by automobile. New h i ghways p r ovide economic benefits in the form of construction spending and in the attraction of new travel investments. New h i ghway systems create new patterns of traffic by diverting traffic from older systems that usually suffer an economi c slump. Advanced planning by the
23

travel industry with an eye to future road development can cushion this decline and suggest future development opportunities. Section II of this report contains 1970 or 1971 total and vacation/recreation traffic for the high volume routes in Georgia, with projections for the years 1975 and 1990.
24

II. FORECAST OF VACATION/RECREATION TRAVEL
The estimated vacation/recreation (V/R) traffic1 on high volume Georgia highways in 1975 and 1990 is based on several sources of information. Georgia Department of Transportation data utilized were: (1) estimates of the total traffic volume on Georgia's interstate system and on the Appalachian Developmental Highway, (2) estimates of annual average statewide traffic volume changes, (3) information obtained at various traffic recording stations and (4) partial results of an origin and destination Survey made at the Georgia-Florida state line in the fall of 1971. Estimates of vehicle trips on Georgia interstate highways generated by Disney World were based on data from the Florida Department of Commerce and the Florida Department of Transportation. Finally, the highway travel survey conducted by The Bureau of Business and Economic Research, University of Georgia, in 1960-1961 provided the primary basis for converting total traffic estimates to V/R traffic.
1Trips in which a major purpose is vacation and/or recreation.
25

Methodology
The Interstate Routes
In conjunction with the 1972 estimates of the cost of completing the interstate system in Georgia (required by the U.S. Department of Transportation), the Georgia Department of Transportation also estimated the volume of average daily traffic on these highways. These traffic volume estimates are for 1970 (estimated traffic volume assuming the interstate system completed), 1975 and 1990.
The estimates were prepared in accordance with the Federal Highway Administration's Guide for Forecasting Traffic on the Interstate System, April 1971. For estimating 1975 and
1990 average daily traffic, the formula ADT = AG (1 + SLI)
was generally used where:
ADT = Average Daily Traffic A= 1970 Traffic assigned to a segment (an estimate of traffic assuming the interstate system complete). G = Generation factor which reflects locality, interchanges, congestion on existing routes, etc. S = Statewide percentage traffic increase forecast for 5 and 20 year periods. L = Comparison of traffic growth potential for the particular route or area and the statewide growth potential. I = Factor to reflect the more rapid rate of traffic growth on the interstate system due to high standards
Regarding A, 1970 traffic was assigned from origin and destination surveys where these were available. In the absence of such information, diversion (from non-interstate
26

to interstate routes) factors were estimated from other information such as traffic diversion curves based on a comparison of travel time via interstate route and via quickest alternate route.
G was estimated from 1.30 where existing roads are reasonably adequate to 1.60 where congestion is severe (average 1.45). L was 1.30 for suburban routes and 1.00 within cities and in rural areas. I was approximately 1.15.
For illustrative purposes, 1975 average daily traffic is estimated assuming that: (1) an origin and destination survey indicates 4,000 vehicles per day would have been diverted to a g~ven interstate section in 1970 if the interstate system were entirely completed; (2) according to best judgment, G = 1.45, S = .20 (20 percent increase from 1970 to 1975), L = 1.00 and I= 1.15. Then,
1975 ADT = AG (1 + SLI) 19 7 5 ADT = 4 , 0 0 0 X 1. 45 [ 1 + ( 2 0 X 1. 0 0 X 1. 15 ) ] 1975 ADT = 5,800 [1 + .23] 1975 ADT = 7,134 vehicles
With average daily traffic estimates for 1970, 1975 and 1990 available for each segment, traffic survey data on routes nearby and roughly paralleling interstate locations were utilized to estimate the percentage of V/R traffic on the interstate routes (see Table 3).
The completion of Georgia's Interstate System was originally scheduled by the Georgia State Highway Department with the final construction contract to be let in the summer of 1970 in order for the last interstate section to be completed by the original Congressional deadline of October, 1972. However, progress on the interstate system has been slow. In the late 1960's, federal interstate funds were "frozen"
27

Table 3

Estimated Percentage of Vacation/Recreation Travel on Interstates 16, 20, 75, 85, 95 and 185, 1975 and 1990

( 1)

( 2)

(3)

( 4)

( 5)

Interstate route

Termini

Applicable non-interstate
route

Percentage V/R on n o n - i n t e r s t.a t e route

Adjusted percentage V/R on interstate routes

16

Macon to Savannah

us 80

9.7%

14%

20

Alabama line to Atlanta

us 78

8.6

13

Atlanta to South Carolina

line

US 78 and 278

4.0

8

75
I\..)
00
85

Tennessee Line to Atlanta Atlanta to Macon Macon to Florida line
Alabama line to I-185

us 41 us 41 us 41
US 29 and State 85

19.0 22.6 25.8
9.3

23 25(22)
34
16

I-185 to Atlanta State 365 (at Suwanee) to South Carolina line

State 85
us 23

9.3 17.3

16(19)
22

95

South Carolina line to

Florida line

US 1, 17 and 301

36.7

43

185

I-85 to Columbus

US 27 and 27A

22.8

( 24)

Note: The figures in parentheses ( ) are V/R percentages which are expected to differ in 1990 from the 1975 percentage.

due to the Viet Nam conflict. In the early 1970's, the amount of the interstate funds made available depended , to some extent, on the degree of inflation in the economy. The recent increased attention accorded to environmental considerations also has resulted in delays in finalizing exact locations.
As of mid-1972, 79 percent of the interstate system in the United States and 70 percent in Georgia was open to traffic. By the end of 1975, the national system will be more than 90 percent complete and the Georgia system about 89 percent finished, according to the present schedules. Sections that will not be completed by the end of 1975 in Georgia are 48 miles on I-16, all of I-185 (41 miles), 22 miles on I-75 from Marietta to Cartersville and 13 miles on I-95 from west of Savannah to the South Carolina line (See Map I). If federal interstate funds are not delayed and there are no more unusual delays in agreeing on an exact location, the entire interstate system in Georgia should be completed by the end of 1978. Further delays could push the interstate system completion date back to 1980.
The Non-Interstate Routes
With regard to non-interstate routes, a different estimating procedure was necessary. In Georgia there were 38 rural continuous count stations in 1971 where traffic was recorded mechanically and manual counts taken quarterly in order to classify traffic into local (Georgia tag) and foreign passenger cars, light trucks, heavy trucks, and buses. There were also 126 seasonal control stations at which the traffic was counted mechanically seven days of every month and manually one day during the year. Finally, there were several hundred other control stations where the traffic was not classified but a counting machine was installed,
29

ordinarily once a quarter. The four quarterly figures were averaged and that average -- occasionally adjusted to make the figures consistent -- was used as the annual "Traffic Flow Map" estimate by the Georgia Department of Transportation. Finally, a special origin and destination survey was made at the Florida line in October, 1971. 2
Thus, 1971 average daily traffic volume is available at several hundred points on the highway system. The percentage of traffic that was V/R was estimated by using 1960-61 Travel Survey data.
Making estimates on the non-interstate routes for 1975 and 1990 presented two additional problems. Much of the traffic on routes 1, 17 and 301 will be diverted to I-95 when the latter is completed. Some traffic on routes 23, 365 and 441 will likewise be diverted as segments of the Appalachian Developmental Highway are completed north of Atlanta (See Map V and VI). Since different diversion factors are required for the various classes of vehicles, classified traffic data were needed on those non-interstate route locations used for estimating V/R travel. The locations selected (Map V) were on routes with high V/R volumes.
A second problem was that of estimating the growth in traffic volume from 1971 to 1975 and to 1990. Unless there was some reason for believing that traffic on a particular route would increase more rapidly or more slowly than the estimated statewide growth, the latter was assumed to be applicable. Statewide growth factors have been developed by the Georgia Department of Transportation for the years 1971 through 2000. These factors indicate that the number of vehicle miles of travel on Georgia highways will increase by
2classified data at state lines have not been obtained by Georgia since 1966.
30

IVIAP V

- THE INTERSTATE SYSTEM, PARALLELING NON-INTERSTATE
ROUTES, OTHER HIGH VOLUME NON-INTERSTATE ROUTES ANO LOCATIONS ON THE HIGH VOLUME- NON-INTERSTATE ROUTES

STAT HIGHWAY DEPARTMENT Of
GEORGIA

OCTOBER
1972

LEGEND - INTERSTATE STATUS

-=-=-::l 0IIID

OPEN TO TRAFFI C AOVAN CED STAGE OF CON ST RU CT ION BEGINNING STAGE OF CON ST RUCT ION FUTURE CO NSTRU CTION OTHER US HIGHWAYS AVAI LAB LE CONN ECT ING ROUTE S
REST AREA @ WITH SANITARY FACI LI TIES'

11..---.--...--..---111111-1111111--..,. OPEN TO TRAFFIC

UNDER CONST.
--q,-ca:::ic:p1 ===::;:=====;:,::Ji'( MIL ES l

0 100 200 300 400 500 600 700 800 900 1000 1100

PLANS UNDERWAY

NON-INTERSTATE ROUTE PROJECTION LOCATIONS

!
I
) '; f I
1) '/
. I
/(
) I
)
\j

approximately 4 percent a year to 1975 and then the rate will decline gradually to an increase of about 2 percent a year by 1990. Since the heavier traffic volume routes were selected for estimating V/R travel, it is reasonable to assume the statewide growth factors are generally applicable.
Estimating Average Daily Volume of Vacation/Recreation Travel
The Interstate Routes
Average daily traffic was estimated for each segment of the interstate system for 1970 (estimated traffic volume assuming the interstate system completed), 1975 and 1990 by the Highway Planning Division of the Georgia Department of Transportation. V/R percentages were obtained for the interstate routes as follows: V/R percentages for the major route or routes nearest to and paralleling the interstate route were secured from Travel Survey data. Several adjustments were necessary: (1) for underrepresentation of weekends in most of the Travel Survey data and for "generation" of V/R travel on the interstate system, (2) for the completion of I-185 from I-85 to Columbus in 1978 which will affect the V/R percentage on I-75 and I-85 in 1990 and (3) for "Disney World."
With regard to the third adjustment, the volume of trips on Georgia highways that will be generated by Disney World is difficult to assess. 3 In its first year of operation from October, 1971 through September, 1972 total attendance was
3It is Disney World's policy not to release any attendance information other than total annual attendance.
32

just under 10.8 million. An estimated 78 percent or 8.4 million of these visits were made by non-Florida residents. 4 About 81 percent of these out-of-state visits (6.8 million) were made by highway, requiring the use of 2.3 million motor vehicles. 5 The number of these motor vehicles moving over Georgia highways to transport the visitors to Disney World and back home was approximately 1.6 million. 6 This number represents an average of 4,400 vehicles a day on Georgia highways. But, since these vehicles are driven to Florida and back, the two-way average daily traffic volume to Disney World is 8,800.
Clearly, this does not mean that there are an additional 8,800 vehicles a day on Georgia highways because Disney World was located in Florida. Most of these trips would have been made to Florida even if there were no Disney World there. A rough approximation7 is that only 15 percent of these trips would not have been made to Florida if Disney World had not been located there. Therefore, the average daily traffic volume on Georgia highways generated by Disney World in 1972 was 1,300 vehicles a day.
4Based on a comparison of the Florida market -- adjusted for repeat visits -- and the estimated number of tourists visiting Florida. Sources used were the 1970 Census of Population (by age) for Florida and the 1970 Florida Tourist Study published by the Florida Department of Commerce.
5Figures for all Florida tourists were assumed to be applicable. See Tables 1 and 12, 1970 Florida Tourist Study.
6Table 2, 1971 Florida Tourist Study shows that approximately 69 percent of traffic flow into Florida on the federal highway system in 1970 and 1971 was through Georgia.
7Based on Table 7 -- Destination of Incoming Registrants at Florida Welcome Stations, 1971 -- 1971 Florida Tourist Study. Since Disney World was open only three months in 1971, the data were adjusted.
33

In 1968, the Florida Department of Transportation estimated Disney World would generate approximately 500 additional trips a day at the Florida line on I-75 and 500 on I-95 in 1975. For 1990, the estimates were 700 and 800, respectively. In light of the first year's experience at Disney World, these estimates appear conservative.
By 1975, it is assumed that almost all travelers motoring through Georgia to Disney World will use either I-75 or I-95. It is estimated that in 1975 an average of 700 vehicles a day on I-75 and 700 on I-95 at the Georgia-Florida line can be attributed solely to Disney World. 8 The 1990 estimates are 900 for I-75 and 1,000 for I-95.
The V/R percentages are shown in Table 3.
The Appalachian Developmental Highway
Construction is underway on the southern portion of the Appalachian Developmental Highway in Georgia which is scheduled to extend 89 miles from I-285 north of Atlanta to the North Carolina line (See Map VI). This controlled access highway is scheduled to continue through North Carolina near Asheville into Tennessee. However, the route is definite only as far north as state route 306 at Lake Lanier. Currently, three alternative routes plus a ''no-build" alternative are being considered along with the original proposed location from state route 306 to the North Carolina line. The environmental impact was the crucial issue in the reconsideration of the proposed location.
8The origin of incoming automobile tourists by state (Table 6, 1970 Florida Tourist Study) suggests that the number of Disney World visitors using I-75 and I-95 will be approximately the same.
34

No t e: The only location that is definite is the southern portion of th e Ap p alachian Highway from I-285 t o s tate route 306 near Coal Mountain

LOCATJON SKETCtt MAP PROPOSED
BLUE RIDGE PARKWAY &
~ APPALACHIAN HIGHWAY
SCALE IN MIL[I 10
MAP VI

This highway was designed principally for recreational purposes, linking Atlanta with the lakes, mountains and ski facilities of North Georgia, North Carolina and Tennessee. If it is built according to the original schedule, it will be 4-lane limited access (interstate standard) from I-285 to state route 52, 4-lane controlled access (at-grade crossings but no driveways) from 52 to US 19, and 2-lane controlled access from there to the North Carolina line. The section from I-285 to state route 120 at Alpharetta has been completed, from there to state route 20 at Cumming is under construction and will be completed in 1974, and construction will begin shortly on the section from state route 20 to state route 306 near Coal Mountain (completion date 1975). The remainder of this developmental highway was originally scheduled for completion by the end of 1978. However, since the location is now being questioned by environmentalists, the completion date -- assuming it will be built -- will probably be 1980 or later.
Average daily traffic volume on the Appalachian Developmental Highway for 1975 and 1990 was estimated by the Georgia Department of Transportation in 1972. However, the 1975 estimate is an assigned figure (estimated traffic volume if the entire route were completed). The "percentage V/R" estimates reflect (1) the primary purpose of the facility which makes it difficult to visualize much non-recreational traffic and (2) consultation with Georgia Department of Transportation personnel.
Also shown on Map VI is the proposed 180-mile extention of the Blue Ridge Parkway into Georgia. Congress approved this Parkway extention in October 1970. However, this extention is being opposed by environmentalists and many north Georgia residents. Whether this facility will, in fact, be built seems questionable.
36

Other Non-interstate Routes
The other non-interstate routes for which V/R estimates were made are the larger traffic volume routes. The locations chosen (Map V) depended on the availability of classified traffic data and V/R percentages. 9
The average daily volume of traffic obtained on the basis of counts at state lines, permanent recording stations, seasonal control stations and the Florida state line are classified by type of vehicle -- local passenger cars, foreign passenger cars, light trucks and heavy trucks and buses. The percentage of non-interstate traffic that will be diverted to interstate routes and the Appalachia n Developmental Highway when they are completed was estimated. The diversion factors were based on the U.S. Department of Transportation's suggested procedure for arriving at specific diversion factors depending on the proximity to the nearest interstate route and actual
experience on I-75 and us 41 from Atlanta to the Florida
line.
For the year 1971, at a continuous count station just south of Perry, 92 percent of the traffic used I-75 and only 8 percent us e d US 41. At the Florida line in October 1971, 94 percent of the Traffic used I-75 and 6 percent used US 41. By vehicle type, 89 percent of local passenger cars, 96 percent of foreign passenger cars, 85 percent of light trucks and 97 percent of heavy trucks were using the interstate road at the Florida line. Probably, a small portion of I-75 traffic was diverted from routes other than US 41. However, the traffic diverted from US 41 has been considerably more than the original estimate in the 1960's.
9classified data for 1971 are shown in Table 4 both for interstate locations and non- i nterstate locations.
37

~i -rra~~ic voiume ciassified by Percentage of Type Vehicle

Route and Location

Georgia Passenger Cars

Out of State Passenger Cars

Light Trucks

Heavy Trucks and Buses

Percent of Total

Percent of Total

Percent of Total

Percent of Total

I-20

East of Covington

I-75

Near Calhoun

South of Perry

I-85

West of Carnesville

us 1
West

of

Augusta 1

Just North of Alma

Near SR-177, South of

Waycross

Florida Line

us 17
South

Carolina

Line1

Just South of Midway

South of Brunswick

Florida Line
us 23

East of Gainesville

Southwest of Gainesville

(State 365)

us 41
South

of

Tennessee

Line1

Near Perryl

Florida Line

us 301
South

Carolina

Line1

Near Statesboro

South of Jesupl

Florida Line (See US 1)

us 441
North

Carolina

Li. ne 1

Near Claytonl

North of I-85

North of McRae

Florida Linel

55.4
26.4 25.4
31. 7
26 53
33 20
16 19 17 20
NA
NA
44 40 26
6
29 31
19 42 59 58 37

17.1
43.5 48.7
35.7
51 12
39 52
40 52 56 52
NA
NA
26 35 45
71 46 40
52 38 15 11 24

9.3
7.3 6.4
5.7
14 18
7
10
11
9 7 7
NA
NA
14
7
17
3 9
18
14 10 16 16 18

18.2
22.8 19.5
26.9
9
17
21 18
33 20 20 21
NA
NA
16 18 12
20 16 11
15 10 10 15 21

Average Annual Daily Volume
6,817
17,262 18,632
13,965
3,000 2,419
3,000 6,953
5,600 8,160 8,207 8,252
4,700
7,400
2,700 1,300
840
5,300 6,404 4,300
3,800 3,500 2,817 1,100
450

1For these locations the percentages are based on 1966 classified data (the latest extensive data available).

The diversion factors are shown in Table 5. It will be noted that diversion is expected to be greatest at state lines and routes closely paralleling an interstate road (as it already has been at the Florida line on US 41). The diversion of foreign passenger cars and heavy trucks and buses is approximately the same regardless of how close the route is to an interstate road, but the percentage of local passenger car and light trucks diverted depends considerably on proximity to an interstate road. Diversion figures for US 23, 41 and 441 are expected to be relatively small either because much diversion has already occurred or the traffic on the route will not be greatly affected by the interstate system.
Applying the diversion percentages to 1971 total traffic volume and then using traffic growth factors developed by the Georgia Department of Transportation yielded the estimated volumes of total traffic for 1975 and 1990. The final step was to apply V/R travel percentages to the total volume of traffic to obtain the estimated volume of V/R traffic.
Summary
Estimates of vacation/recreation travel on Georgia's interstate routes and Appalachian Highway for 1970, 1975 and 1990; and on the major non-interstate routes for 1971, 1975 and 1990 are displayed in Table 6 and Table 7, respectively.
Before the results are analyzed and summarized, the limitations should be noted. The traffic figures for 1970 or 1971, involving as they do past periods of time, are accurate since they are based on actual traffic counts. The major weakness in the V/R estimates for 1970 or 1971 is that the original survey upon which the V/R percentages are based was
39

Table 5
Estimated Percentage of 1971 Traffic Volume that would have been Diverted if the Interstate System and the Appalachian Developmental Highway were Completed

Route and Location

Local Passenger
Cars

us 1

West of Augusta

60

Just north of Alma

45

Near SR-177

(South of Waycross)

35

Florida line

70

us 17

South Carolina line

85

Just south of Midway

55

South of Brunswick

55

Florida line

85

us 23

East of Gainesville

NA

Southeast of

Gainesville

NA

(State 365)

us 41

South of Tennessee line 10

Near Perry

0

Florida line

0

us 301

South Carolina line

65

Near Statesboro

45

South of Jesup

45

Florida line

70

us 441

North Carolina line

40

Near Clayton

35

North of I-85

35

North of McRae

10

Florida line

0

Foreign Passenger
Cars
95 95
95 95
90 90 90 90
NA
NA
20 0
0
90 95 95 95
70 60 60 20
0

Light Trucks
40 20
20 50
60 45 45 60
NA
NA
10
0 0
45 35 35 50
40 35 35 10
0

Heavy Trucks and Buses
95 95
95 95
95 95 95 95
NA
NA
20
0 0
95 95 95 95
70 60 60 20
0

Overall Percentage
78 55
70 86
87 80 82 88
50
15
14
0 0
88 76 76 86
60 47 42 16
0

40

Route and Location
F-56 (Appalachian Highway) I-285 to SR-306 (Coal Mountain) SR-306 to SR-60 (Dahlonega) SR-60 to SR-180 (Vogel State Park) SR-180 to North Carolina Line
I-16 Macon to Savannah
I-20 Alabama Line to Atlanta Atlanta to South Carolina Line
I-75 Tennessee Line to Atlanta Atlanta to Macon Macon to Florida Line
I-85 Alabama Line to I-185 I-185 to Atlanta Atlanta to South Carolina Line
I-95 South Carolina Line to Florida Line
I-185 I-85 to Columbus

Average Daily Volume1

Percentage Vac./Rec.

1970

1975

1990

3,500b
~~~~Ob
19,000bC 20,000b 15,000
l~~~~Ob

21,000a
8,500a
16,000 13,000 27,000 31,000 22,000 13,000 24,000 19,000 22,000f

31,000 23,000 10,000
7,200
12,000
24,000 20,000
41,000 47,000 31,000
18,000 34,000 28,000
34,000
18,000

75 % 80 85 85
14
13 8
23 25(22)d
34
16 16(19)d
22
43
24

Average Daily Vac./Rec.

Traffic Volume

1970

1975

1990

---- -
4,000e 4,600e 4,600e
-----
3,100

15,800a
1,200a
2,100 1,000 6,200 7,700 7,500 2,100 3,800 4,200 9,500

23,300 18,400
8,500 6,100
1,700
3,100 1,600
9,400 10,300 10,500
2,900 6,500 6,200
14,600
4,300

aAssigned traffic. This is estimated traffic if the entire system of highways listed on this table were completed.
bTypical traffic volumes on sections open to traffic in 1970.
cAssigned and actual traffic volume was approximately the same.
dThe figure in parenthesis is for 1990. Changes will occur after I-185 is opened in 1978. (Some vacation traffic will go via Columbus instead of Macon.)
e . 1970 V/R percentages for I-75 are smaller than those listed in the preceding column because Disney World was not open in 1970.
fAll of I-95 is scheduled to be open by the end of 1975 except for about 13 miles north of Savannah.
1Typical average daily volume for the section of highway, excluding urban areas.

Table 7

Estimated Total and Vacation/Recreation Traffic Volume on Major Georgia Non-interstate Highways 1971, 1975 and 1990

Route and Location

Overall Diversion Percentage

Average Daily Traffic Percentage

Volume

Vac./Rec.

1971 1975

1990

Average Daily Vac./Rec. Traffic Volume
1971 1975 1990

us 1

West of Augusta

78%

Just North of Alma

55

Near SR-177 (South of Waycross)

70

Florida Line

86

us 17

South Carolina Line

87

Just South of Midway

80

South of Brunswick

82

Florida Line

88

us 23

East of Gainesville

50

Southwest of Gainesville

15

(State 365)
us 41

South of Tennessee Line

14

Near Perry

0

Florida Line

0

us 301

South Carolina Line

88

Near Statesboro

76

South of Jesup

76

Florida Line (See US 1)
us 441

North Carolina Line

60

South Clayton

47

North of I-85

42

North of McRae

16

Florida Line

0

3,000 2,400 3,000 6,950
5,600 8,150 8,200 8,250
4,700 7,400

800 1,250 1,050 1,150
850 1,900 1,750 1,200
5,500 7,400

1,100 1,750 1,450 1,600
1,200 2,650 2,450 1,650
3,800 8,800

2,700 1,300
850
5,300 6,404 4,300

2,750 1,500 1,000
750 1,800 1,250

3,800 2,100 1,400
1,050 2,500 1,750

3,800 3,500 2,800 1,100
500

4,400a 4,000a 3,200a
1,.150 600

2,450 2,900 2,600 1,600
850

15% 15 18 52
28 40 40 42
20 28(10)b
23 27 41
61 40 46
32 30 30 30 50

450 350 550 3,600
1,550 3,250 3,300 3,450
950 2,050

150 200 200 600
250 750 700 500
1,100 2,050

200 300 300 850
350 1,050 1,000
700
750 900

600 350 350
3,250 2,550 2,000

650

850

400

550

400

550

450

650

700 1,000

600

800

1,200 1,400

800

1,050 1,200

850

800

900

750

350

350

500

250

300

450

aLittle, if any, diversion until after 1975. bFigure in parenthesis is for 1990.

made in 1960-61. Numerous adjustments have been made in these V/R percentages since then based upon a close observation of Welcome Center trends and Department of Transportation highway statistics. However, the tremendous increases in total volume of traffic on Georgia highways in recent years has made it impossible to duplicate the original study which involved interviewing 141,000 parties at 43 different locations on highways throughout the state.
The 1975 forecasts involve not only an estimate of V/R percentages of total traffic, but an estimate of total traffic itself. The latter, however, should be reasonably accurate since 1971 traffic count figures were available and traffic patterns usually do not change rapidly. The 1975 Georgia highway system can be easily visualized, since the time from route planning to the completion of construction is a lengthy process. There is some question as to whether three short sections of interstate highway will be completed by 1975. The availability of federal funds is the crucial factor. It is assumed here that I-20 and I-85 will be entirely completed by the end of 1975 and that I-95 will be completed except for a 13-mile section from west of Savannah to the South Carolina line. The V/R percentages for I-95 and for I-75 in 1975 were adjusted upward to reflect the influence of Disney World on these two routes. It was estimated that Disney World will generate additional traffic volume that averages 700 vehicles a day on each of these interstate routes.
The 1990 V/R estimates should be considered only rough approximations. Over a period of 18 years there will be many changes in the highway system and in travel patterns. There may be drastic changes even in the mode of travel. The 1990 Georgia highway system is difficult to visualize: will the Blue Ridge Parkway extention be constructed? What about toll roads -- such as the proposed Columbus-to-Brunswick route?
43

Will a system of scenic roads and parkways be constructed after the interstate system is completed near the end of the 1970's? The answers to questions such as these will have a decided impact on V/R travel in Georgia. One interesting possibility that would influence 1990 V/R estimates is that in a few years after the completion of the interstate system these routes will become so congested that motorists may start switching back to high quality non-interstate routes.
Some of the present non-interstate routes will become higher quality facilities by 1990. The Georgia Department of Transportation has designated a principal arterial system of highways and by July, 1974, plans to release a 5-year construction schedule for this system. Most of the work will involve converting selected routes from two to four lanes. Presumably the emphasis will be on complementing the interstate system. For example, V/R traffic from Montgomery, Alabama, and Columbus, Georgia, wishing to get to I-75 in Georgia generally use US 280 (See Map I). After 1978, US 280 will probably be used more heavily by V/R traffic. At that time, Columbus will be connected to Atlanta by interstate routes and vacationers interested in the attractions in and around Columbus (Roosevelt State Park, Calloway Gardens, etc.) will need a high quality route to and from I-75. If no toll road is constructed southwest from Columbus, US 280 may be four-laned by 1978 to meet this need.
With these factors in mind, the V/R forecasts may be summarized as follows:
There will be a further and accelerated shift to interstate quality highways as these routes are completed. The highest non-interstate (not including the Appalachian Highway which is grouped with the interstates) V/R estimate for 1990 is only 1,050 vehicles per day. On the non-interstate routes,
44

generally speaking, there will be more V/R travel in state than at state lines. Vacation/recreation travel in Georgia will be mainly concentrated on the southern portion of the Appalachian highway, I-95, and I-75. I-95 will be utilized by eastern (coastal) seaboard traffic and I-75 by midwest traffic to get to Florida attractions. The Appalachian Highway will provide rapid access from Atlanta to Lake Lanier and the lakes, mountains, and ski facilities of north Georgia, North Carolina, and Tennessee.
45

Recent Publications of the
DIVISIOU OF RESEARCH OF THE COLLEGE OF BUSDlESS ADMD1IS'::'RATI01'J
Research Monograph Series
Number 1. Georgia's Foreign Trade. L. Aubrey Drewry, Jr. 1964. $2.00.
l'Jumber 2. A History of Georgia Forestry. I. James Pikl, Jr. 1966. $3.00.
Number 3. A Regional Analysis of Income and Demo ... graphic Flows. James L. Green and Chong Soo Pyun. 1966. $2.00.
Number 4. A Feasibility Study to Identify the Under-employed and to Examine the Labor !1arket Attachment of Labor Force Nonparticipants in a Low-Income Area. Ethel B. Jones. 1969. $3.50.
Number 5. Investment .r1anagement and the Computer: Limitations and Prospects. Alfred L. Kahl, Jr. 1971. $5.00.
~~umber 6. Psychographics: .A Conceptual Orientation. Fred D. Reynolds. 1972. $5.00
Georgia Economy Series
Number 1. Georgia: Gross State Product and Produc -tivity, 1950-68. Albert N. Niemi, Jr. 1970. $3.50.
Number 2. Personal Income in Georgia Counties: New Estimates by Source and Industry. Clio Crosby Norris. 1971. $3.50.
Number 3. State Financial Assistance to Localities in Georgia. Eugene C. Holshouser. 1972. $3.50.
Travel Research Studies
IJumber 1. A Study of Out-of -State ~equests for Travel Information from the State of Georgia. William B. Keeling. 1963.**
Uurnber 2. The Georgia Travel Industry, 1960--1963. Nilliarn B. Keeling. 1965.**

Number 3. A Survey of Visitors to Stone Mountain Park. William B. Keeling and Polly W. Hein. 1969.**
Number 4. The Georgia Travel Industry, 1960-1965. William B. Keeling. 1966.**
Number 5. Economic Impact of the Proposed Cumberland Island National Seashore. William B. Keeling, Charles D. Clement, Polly W. Hein, and D. John Beck. 1968.**
*Number 6. Tourism Development in the Georgia Mountains Area. William B. Keeling, W. Wray Buchanan, and Polly W. Hein. 1967.**
*County Supplements: Tourism Development in the Georgia l1ountains Area. W. Wray Buchanan assisted by George C. Wischmann. 1967.**
*number 7. Tourism Development in the ChattahoocheeFlint Area. William B. Keeling, W. Wray Buchanan, and Polly W. Hein. 1967.**
*County Supplements: Tourism Development in the Chattahoochee-Flint Area. W. Wray Buchanan assisted by H. Hugh Floyd, George C. Wischmann, and Carol A. Weaver. 1967.**
*Number 8. Tourism Development in the Coastal Plain Area. Lawrence F. Pinson. 1967.**
County Supplements: Tourism Development in the Coastal Plain Area. Lawrence F. Pinson. 1967.**
*number 9. Tourism Development in the Georgia Southern Area. Adolph Sanders. 1967.**
*County Supplements: Tourism Development in the Georgia Southern Area. Adolph Sanders assisted by Allan S. Eidson and William .~1. Reed. 1968. **
Number 10. Forecast of Vacation/Recreation Traffic on Major Georgia Highways. Eugene C. Holshouser. 1968.**
Number 11. The Georgia Travel Industry, 1960-1968. William B. Keeling. 1969.**
Number 12. Seasonal Analysis of Visitors to Stone Mountain Park. William B. Keeling and Polly W. Hein. 1969.**
Number 13. The Georgia Travel Industry, 1960-1970. William B. Keeling. 1972.

Number 14. Tourism Development in Dublin and Laurens County, Georgia. William B. Keeling and Adolph Sanders. 1972.
Special Reports
Characteristics of Small Business Founders. Lewis E. Davids. 1963. Small Business .~1anagement Research Report. $1. 00.
Georgia County Data Book. Prepared for the Governor's Commission to Improve Education. 1963.**
Georgia County Data Book: Projection Supplement. Prepared for the Regents Junior College Study. 1964.**
How to Export: Selections from the First Georgia Export Expansion Conference. 1964. $3.00.
Economic Potentials of Stone Mountain ~1emorial Park. Raymond O. Herman and William B. Keeling. Prepared for the Stone .'1ountain Memorial Association. 1964. **
*Tourism Development in the Central Savannah River Area. Lawrence F. Pinson. Prepared for the Central Savannah River Area Planning and Development Commission. 1964.**
*A Study of Tourism in the Altamaha Area. John R. Thompson. Prepared for the Altamaha Area Planning and Development Commission. 1964.**
*"Fallen-In-Rocks," A Prospectus for Park Development. Addendum to a Study of Tourism in the Altamaha Area. John R. Thompson, James R. Champlin, and Robert J. Hill. Prepared for the Altamaha Area Planning and Development Commission. 1964.**
*Andersonville Historical Complex, A Preliminary Development Study. Robert S. Hill and William B. Keeling. Prepared for the West Central Georgia Area Planning and Development Commission. 1965.**
Development Concept for Stone ~1ountain Park. 'William B. Keeling. Prepared for the Stone !-1ountain !1emorial Association. 1965.**
*Tourism in ' Folkston. Jerald D. Rucker, John R. Thompson, and John C. Waters. Chapter I in a Commercial Areas Study of Folkston, Georgia. Prepared for the Slash Pine Area Planning and Development Commission. December 1967.**

Georgia Welcome Center Research Report Number One: Characteristics of Out-of-State Visitors by Major
Destination. William B. Keeling and Polly w. Hein.
1968.** Economic Profile of the Coastal Plains Region. Charles F. Floyd, R. James Heyl, and James A. Barnes. Prepared for the Coastal Plains Regional Commission. January 1970. Georgia Welcome Center Research Report Number Two: Georgia Welcome Centers - Program and Visitors. ~:villiam B. Keeling and Polly W. Hein. August 1970. ** Georgia Tvelcome Center Research Report Number Three: Characteristics of Out-of-State Campers. tvilliam B. Keeling and Polly W. Hein. November 1970. Periodicals Georgia Business. Monthly. Free to Georgia residents and others with an interest in the state's economy. Georgia Statistical Abstract. Biennial (latest edition: 1972). $5.00.
*Publication issued jointly with the Institute of Community and Area Development, University of Georgia.
**Out of Print. Photostatic copies available at cost.

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