Annual report fiscal year 1987 [1987]

~epurtment of 'illrunsportution
~tate of eorgia
;No. 2 Cllnp itol ;qunre
f\ tlanta , eorgia 3033 4 -1002
The Honorab le Joe Fronk Harr is, Governor State of Georg ia State Capitol Atlanta , Georgia 30334
Governor Harris:
It is w ith great pride that I present for your review the Fiscal Yea r 1987 Annua l Report for the Georgia Department of Transportat ion . The pict u res and words found herein represent the year-l ong hard work and achievements of each and every DOT employee.
Fiscal 1987 for the DOT was one ch aracter ized by transi tion . It was a year filled with great achievement and progress, tempered with some disappoin tments. Throughout the year it rema ined clear that the Department's commit ment to maintain ing and expanding one of the nation's most highly regarded tran sportation networks was as strong as ever.
In keeping with our concern for the growth of North Georgia , work continued on the Appa lac hian Development Highway . A lso, 1-575 , which links the Atlanta area to Appalach ia, was completed . During the year we were able to let a contract for the beginn ing phases of the replacement of the Talmadge Memorial Bridge in Savannah , a project which will reap great economic benefits for our sta te upon its completion. M iddle Georgia's Fall Line Freeway has been started and 1-675 is nearing completion . The DOT's air transportation divisions had another banner year as Georgia 's sta tew ide air transportation network flourished.
Obviously, I am unable to list all of the DOT's accomplishments in Fiscal 87 here, but that does not in any way diminish the importance of each. It is my sincere hope that as you peruse these pages you will be able to visualize the efforts of the DOT workforce in the fiscal year . With that v isualization will ce rtainly come the knowledge that I and over 6 ,000 Department of Transportation employees are proud to serve the State of Georgia .

1v

o mm i ssione r

G org ia Department of Tra nspo rtation

Georgia Department of Transportation Organizational Chart

PEOPLE

r

I

GOVERNOR

I

STATE

TRANSPORTATION

BOARD

COMMISSIONER

I
J GENERAL ASSEMBLY
BOARD ECRETARY/ EXECUTIVE A l TA T

ENGINEERING SERVICES

TATE HIGHWAY ENGINEER
I

DEPUTY COMMI lONER
r

TREASURER

PLANNING & PROGRAMMING

PRECONSTRUCTION

HPROGRAMMING
~ I PLANNING I
PLANNING DATA ~
SERVICES BUREAU

BRIDGE & STRUCTURAL
DESIGN
ENVIRONMENT/ LOCATION
RIGHT-OF-WAY

PLAN DEVELOPMENT
PUBLIC TRANSPORTATION
H BUREAU OF AERONAUTICS

ROAD& AIRPORT DESIGN
URBAN DESIGN

POLICY PLANNING

CONSTRUCTION

OPERATIONS

ADMINISTRATION

CONSTRUCTION OFFICE
CONTRACT ADMINISTRATION
MATERIALS & RESEARCH
PREQUALIFICATIONS

MAINTENANCE
T RAFFIC ENGINEERING &
SAFETY
UTILITIES
PERMITS & ENFORCEMENT
EQUIPMENT MANAGEMENT

.-
~ ~AUDITS & FISCAL PROCEDURES

I PERSONNEL

~ GENERAL ACCOUNTING

~ I PUBLIC AFFAIRS

lGENERALSUPPOR SERVICES

~

SYSTEMS
I DEVELOPMENT

~ ~ TRANSPAOIRRTATION

STATE AID

I

FIELD DISTRICTS 1. Gainesville 2. Tennille 3. Thomaston 4 . Tifton 5. Jesup 6. Ca rtersville 7. Chamblee

As of June 30, 1987

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Productivity
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Productivity . It's a word often lost in large organizations. At the Georgia OOT in Fiscal Year 1987, productivity wa a watchword intricately woven into the everyday work habits of over 6,000 departmental employees.
In fact, operating at a consistently high level of productivity is so important at the Georgia OOT, many employees took an uncommon approach to their work. That approach to their work was one the Department was proud to acknowledge during the past fi cal year.
Many OOT employees viewed their routine work assignment a a new employee might , always eager to learn and ready to try new and better work procedures for the sake of productivity and efficiency. This ready-to-work atti tude existed despite the fact that the GOOT has been constructing the state's current netwo rk of highways for several decades.
A direct consequence of the Georgia OOT's commitment to productivity was the aving to Georgia taxpayers. Each year the Department saves money and spend wisely in analyzing and implementing new work procedures. Fi cal Year 1987 wa no different.
In an effort to reduce the expense of purcha ing asphalt from private fi rms for construction projects, the OOT operated 5 asphalt plants in Fiscal Year 1987. Thee plants produced 595 ,969 tons of asphalt
in the fiscal period and since these plants could be di a embled and m ved to specific con truction
areas, the Department was able to meet construction demand quickly. The DOT also recognized in Fiscal Year 1987 that to mai ntai n efficiency, not only should all
employees operate at peak performance, OOT vehicle and equipment ho uld perform accordingly as well. During the year the Department devel ped and implemented a vehicle condition rating system whereby veh.icles that were no longer afe and ec nomical were identified and replaced.
The re ult of the rati ng y tern in Fiscal Year 19 7 was a reduction in the total departmental eq uipment fleet from , 16 t ,532 piece of equipment tatewide.
Other sign of the T' effort to curb cost whil achievi ng a high level of quality were ev ident in a variety of new proced ure and method implemented or completed during the fiscal year.
A study on the use of herbicides to improve the Department's continual vegetation control program wa c mpl ted in Fi cal Year 19 7. The use of herbicides has aved the Department millions of dollars in mowing cost .
In a different vein, the OOT continued its concentration on advanced testing programs for materials to ensure max imum cost efficiency and materials longevity. The direct results of testing programs completed in Fiscal Year 1987 were that the Department was better able to decrease the rutting of asphalt mixes , better able to identify and study the changes in asphalt cements and better able to complete complex pile driving problems utilizing a newly implemented pile driving analyzer.
Each new technique or work procedure completed or begun in Fiscal Year 1987 was important enough to stand alone on its own merit. However, when viewed as an overall effo rt by the Department to increase and monitor production levels while promoting personal job pride, these elements clearly say one thing: in Fiscal Year 1987 , as in ever year, the OOT strives to attain the best overall transportation network in the country while giving the people of Georgi a the most for their hard earned dollars.

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oro-

Com*puters
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:::::>
(f) (f)
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oro-

A brief stroll th ro ugh the Department's accounting ection or a glance at a computerized traffic signal sy tern brings two things readily to mind : the age of computers is clearly upon us and it doe no t take a trained eye to see the effect and importance of computers to the Department of T ransportation . During Fiscal Year 198 7, computers lead the way in managing information , implifying departmental procedures and in increasing overall departmental effectiveness.
The positive resu lts brought on by the computer in Fiscal Year 1987 were most clearly evident in the upgrading of existing computer systems for greater efficiency and the introduction of computerized formats where no such form:lt had previou ly existed.
New addition to the OOT's co mputer network in Fisca l Year 1987 led to the development of computer systems for administering the Department 's State-Aid Program of city and county contracts and for tracking spec ific actions and rel ated correspondence concerning large construction contrac ts.

*

Also new during the fiscal year was the initiation of a three year project to develop and computerize

a hi tory project data base which, when completed, will make accessible project and right-of-way

*

information by roadway segment from 1919 to present. Another tremendou computer add ition during Fiscal Year 1987 was the beginning of a new Contracts

Admini tration computer system whereby contract letting and active construction project information

could be stored and traced more readily, making the retrieval of information a much more streamlined

process. The new system will also process payments to contractors when fully operational.

Maj or upgrades in the Department's computer network in Fiscal Year 1987 included the expansion

of the computer permitting sy tern for automatic fee calcu lation. The expansion provides for more

expeditious handling of payment credit and collection notification for over-weight and over-length

*

truck citations. In keeping with the DOT's intent to manage information more efficiently and effectively in Fiscal

Year 1987, the computer y tern data file for all projects in the Five-Year Construction Work Program

were improved. The file were mo re useful to departmental personnel due to the addition of bridge

inventory , local government, Transportation Improvement Program and project history information.

Realizing that the need to obtain , store and access information is now more important than ever

before, the Department consistently reviewed and made improvements to its computer network in

Fi cal 87. Tho e improvement ultimately paved the way for the DOT to excel in information processing

*

and management.

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ec-o-
2;
Right of Way
ec-o-
z
Cf)
UJ
:J
Cf)
~
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For the second year in a row, the Georgia DOT lead the nation in right-of-way acquisition . This right-of-way acquisition is of utmost impo rtance in the timely completion of roadway projects.
Before a project can be programmed or let to contract, the right-of-way necessary for that project must be acqu ired, making it a priority for the Department to ensure a fair and expedient acquisition process.
During the Federal Fiscal Year of October 1, 1984 to September 30, 1985 , Georgia acquired a total of 3,654 parcels of right-of-way: I, 921 federal aid projects and 1, 733 non -federal aid projects. North Carolina followed Georgia with a total of 2, 241 parcels: 2, 028 federal aid projects and 213 non -federal aid projects.
During Federal Fiscal Year 1986, the GDOT staged a repeat performance of leader hip in ri ght-of-way acqui ition . Improving on the previous year, Georgia acquired a total of 5,666 parcels : I ,06 1 federal aid projects and 4,605 non-federal aid projects. California was the second highest in right-of-way acq uisition with less than half the number of parcels acquired in Georgia. California's total was 2,510 parcels: I ,469 federal aid projects and 1,041 non -federal aid projects.
During Federal Fiscal Year 1987 , 92 percent of all right-of-way needed for projects was acquired through negotiation with the property owners. Only eight percent were condemned . Of that eight percent, half were settled before trial leav ing only four percent of the Georgia DOT's right-of-way acquisitions settled by a jury.
Right-of-way parcel acquired during Fiscal 1987 totaled $49,081,990 and local governments acquired 2, 186 parcels with the Department's assistance.
Just as maintenance is essential after a new road is built, right-of-way must be protected after it is acquired and a road is constructed.
Many utility companies use the road ri ght-of-way to place cables ;:md wires to deliver their services to the public. Telephone, water and sewage , cable television and electricity ervices can all be found on state right-of-way.
Businesses and residences also use right-of-way for driveways to and from their businesses and homes off the State Route System after obtaining the proper permits from the Georgia DOT.
All of these activities along the right-of-way must be monitored closely to ensure proper usage and safety.
Rules and regulatio ns for driveway and encroachment control were upgraded during Fiscal 1987 to more clearly define the number of driveways that will be allowed for a given amount of property.

*

Consideration and concession for adjustment of these factors has been decentralized for fast and

accurate response to the public.

*

A new procedure was established whereby schedules fo r utility relocations are placed in highway construction project proposals. All utilities are given 60 days to relocate from the date a project is

r--
eo

advertised unless spec ial circumstances require extra time. Penalties are assessed when schedules are

6

not met. This procedure is expected to reduce construction delays and allow projects to be opened

(f)

to traffic earlier.

UJ
:J

An increased emphasis was also placed on building tunnel entrances to telephone manholes so that

(f) (f)

there is no interference with traffic when manholes are entered. This also permits the manhole opening

in the street to be sealed and paved over to provide a smooth surface. Constructio n of 67 tunnels

*

was required on eight projects where pavements were widened during Fisca l 1987. The Department issued 11 ,5 10 permits to utilities for joint use of publi c road right-of-way. Fee

permits issued for long distance telephone cables totaled 35 with annual fees in the amount of$75,078.

This brings the total annual fees for long distance cables to $33 7, 15 l. OO on all permits outstanding.

Another important activity along the right-of-way in Fisca l Year 1987 was the control of outdoor

advertising. In an effort to more clearly regulate outdoor advertising along the state's right-of-way,

new rules were enacted by the Department in December 1986. Regulations were placed o n billboards

limiting thei r height to 40 feet, stacked signs were prohibited and the maintenance of non-conforming

*

signs was clarified. Indemnification was also provided for agents or employees of the state responsible fo r issuing outdoor advertisi ng permits.

During tne fisca l year the GDOT issued permits for 746 sign s, a 33 percent increase over the

previous year. A total of 464 illegal ign were removed as the result of 3 10 hearings as GDOT

continued to enforce these new regulations providing for a safer and more aesthetic road system in

Georg ia.

*

Safety
* * *

Of primary concern to the GOOT is safety : the safety of departmental employees on the job and
the safety of the traveling public as they utilize the state's roadways. Each year safety is stressed and is given a high priority in the Department's goals. Fisca l 87 marked
the first time in the Department's history that the OOT operated for 24 consecutive months, from April 1, 1985 to April 2, 1987 , without a work related fatality. Because working in the midst of traffic puts workers in extremely dangerous environments, the GDOT is espec ially proud of this accomplish ment.
Employee accidents and injuries were significantly decreased over the previous fiscal year. Accidents were down 33 percent, vehicle accidents were down 25 percent and personal injuries decreased 25 percent.
Many accidents involving bo th departmental personnel and the public take pl ace within OOT work sites. In an effort to reduce these types of acc idents, the DOT in Fiscal 8 7 deve loped and implemented a statewide fl agging procedure for maintenance and construction work zones.
But safety concerns were not confined to work sites. The Department conducted studies and implemented and updated programs to increase roadway safety.
Dangerous intersections were studied and steps made toward improvements during the fiscal year. Thro ugh computer software updates, state and federal accident data are linked to produce a listing of the state's most dangerous intersections and half-mile sections of the State Route System. These intersections and roadway segments are prioritized by considerations of accident rate , frequency and severity.
Access to the State Route System from businesses and residences alo ng the right-of-way is closely monitored by the GOOT to ensure safety on the system . Rules and regulations for driveway and encroachment control have been decentralized for fast and accurate response to the public.

Lhe

,, ~...~.. .

siicJc li~~ier l1lr3rtJ~da/yJtboe1e3%s-w~C~. tnut.

enc Jrde

~"lie er ge ause th had est of

,-----:--:----::--:--:-::--:-=--:---:::--:---:----=---:----:--:-------

the 13e Sid. Bower

On .May 3, 1987, the Sidney Lanier Bridge, which carries U.S. 17 over Turtle er it7:,/Js .ah atto

River just south of Brunswick, was struck and damaged by the 15,000 ton Polish freighter, Ziema Bialostucka. The ship struck the southwest support tower of the bridge causing significant damage to the steel support structure and attached wooden fender. The Georgia DOT's Bridge Office engineers and drafters immediately went
to work to design and prepare plans for repair of the damaged bridge. Twelve days later, on May 15, 1987, bids were taken. Repairs to the 30-year-old tructure were

.. as 1ting the
totenr~ngft;.l~ln~lOdf1 eo3xefpl ethhcaeteddbnrf
.\'-> .rank'ifsit<'b"'u~siness.~
~. :- .. ...\

let in a contract totaling $1. 36 million.

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The Sidney Lanier Bridge, however, was not the on ly troubled bridge on Georgia's
coast during Fi cal Year 1987. Over the past years, travel on the Savannah River ha steadily increased as a result of a larger volume of trade in the Port of Savannah, and ships which utilize the harbor today are generally larger than those conducting

sd \>assa~e.
ot e enne \sad\eC.\.'l\evde\'0~~se\r0e\>

business along the river in the 1950's. It was in 1954 that the Talmadge Memorial Bridge, a part of U.S. 17A which
spans over the Savannah Front River and connects 1-16 to Hutchinson Island, was constructed. Although the bridge's vertical clearance of 136 feet was sufficient for water travel at that time, the clearance is not of sufficient height for today's modern
sh ipping vessels. Fiscal Year 1987 saw the completion of plans and the allocation offunding for the

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dnt\ecne'\esieee\.n'\nO'\~~~;\'~~dcGe\:\'t>tna\aseas\'\it\sd'1nt\"Ou>eS'\r::\Vv~"dve\."
ou\d be a \dn'\..be and\ ~ou

h1neB, 6s'1p1I''ee~~c~f":',osloL''\~\~~'~\0Jt3\~\5EnSEedc\:'\Si'~t--e"Et\oCnC

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ookt
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replacement of the Talmadge Memorial Bridge. With a vertical clearance of 185 feet above mean high water, the replacement will be a cable-stayed structure approximately 7, 570 feet long. The total cost of the project is approximately $90 million and is scheduled for completion in September of 1990.
Funding for the superstructure was obtained through a combination of federal and state funds.
Among the projects in coastal Georgia actually completed during Fiscal Year 87 was the Torra Causeway in Brunswick, which was opened to traffic on August 20,

'n~tn~~o~We~~oan\d~en~o~\~

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wn~~ursda'i, on\0~ ..es"y"-nd.

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1986. The upgrading of the causeway, which began in 1982, included the widening of roadway from two to four lanes, construction of two high-rise bridges, recon truction

swlckisatx?ut 15 reach way. There

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of tw1o low- level bridges and addition of a bike path along the length of the roadway and andscaping. Part of the old roadway was left intact as a fishing pier.

sslng how much fleet our day visi summer visitors 0

.<&"wa.'i \ co

The original causeway linking St. Simons Island to the Glynn County mainland tances, and 1don't

''lhrlfe~~on~oc\o\0e~\ns.e;tse~\a\o.'.~\nt-_t\~~,aa\..\.\.e~g-..sga\ea"t..:>ed"d'!a~.e.
espom ue ~te . ~
.-I "'"l\%<J~-~c~":.t"""'~c"!~'.t>c t~~ B d .- ' 'jie it .' ~eV \.~

was completed in 1924.

The official opening and rededication was held with many of Georgia's dignitaries

si nging t.ts prat.ses.

J

"It's a sy.mbol of the future ... the .transition, the orderly growth," Governor oe

Frank Hams proclatmed at the openmg ceremony.

.,,.e- tot . '"

-" "' to 1 .- ,.

fected at all ."
ken with the island ors, hotel manag and so forth, and outsomearrangem ployees, if necessa
: ~hambllss, exe

el~- OvP-~r.!!!l~..~\eiil-S~dJlfYcou\~y~FPZ!.?..".~~. ~.S~;.~;. ByDAVIDPACE
Asodled Press Writer

~ ~---.----- . sh1ps that annol pass under the

existing 136fool high bridge.

;

acol mtumngdtiongCofnogrretshs.e.mbIr9i8d3;g, e

5 1nee
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great ay or our



Wyche Fow1er, 0 Ga sa1d after the

vote. "ThiS was a bipartisan bill and

padredsings,e"cIrtewtaarsya. nBeaxrtbreamraeIMy ~o~rPg?a,nr,



thhan lasft . s are o

ASillNGTON _ The $S8 billion The new bndge is projected to cost ~ . "I am totally de.hghled, . he sa a bl artisan overmle of the presI tanl vote for the slate o! Gcorg.a \ - w1th the. c

lu" ,...way

. b1U

Congress

enact ed

ov e r

President Reagan's veto clears the

'"ay lor contruction of a new Tal

llladge Memorial Bridge over the

Savilnnah R" one o! Georgia's lop

ecu . nom1c

lvelr, deve opmcnl

p

. no

n.11.c s .

1,T-.kheralbiIlWl l~rionvaidlocrs

$5J the

2 million In new bridge,

$90 million but the Georgia Legisla lure set aside $36 million three years ago to pay the stale's share o! the project.

"Now we can look forward w the

d a! th

letting money

o! a contract is provided

90 ays and then

leesrt a~e

"bIirnthowtokn~o.wbn.wdghea,lallnldt-e1lstellilkeyotou gitivies

dentP's ve1o... Fowler and Sen

Sam Nunn, D-Ga

' toTrhaeisneetwhelaswpeac,l<s(.ormauu.t1h1oon6t5esmsptahtoens

sy. Gsteeom~g1.10

d . noTt he~asyS.enate

complele~n

lion on c67 33 to

jomed Wllh the other 52 O<!mocrals ln . the Senate in a solid party vole

rural interstate highways. The Geor $20 mllho gia Legislature would have to act . the next

teohnveedrebrdi~lladeTtehnRusPreas,d~tawyn._,..b<.~.yavyv.opllnoIllgT1chae1.svloa, lne

against the president But their mar . f VIctory was provided by 13
gRmepuoblicans who vol~od to ovcrnde

bdorc the speed hmll co~ld be . lour lo si raised but congressional estim ates Peachlr release d Thursday s how th. a1 944 o!

doff bel we<:u Reagan and Senate des itc a "per,.,nal plea for support the stalr;'s 1,219 miles. of mlerlale

ROAD SJ" RI O
U.~ren<:rvtllc one way ~ir S R 141 J i mm yCa rt t rBI~d. PINsant Hill Road Bufo rd High~-av 'US 13 US29 SRIH SR 10 SR20
Cros:.Count yCon neetor S. Norcros5-Tuc ke r Singlc10n Road pteasant Hill Road S R 141 Bta vN Ru in Road SRIH USZ3 Bca,rr Rutn Road Beaver Rum Road SR 120 Pleasant Hill Road langley Dri \'e AmwikrRoad Satdlhe Boui<L"\-ard Hill s id~ Dri '~ Winters Chape-l R(Nid Singl~ton Road Extension Jo nes Mill Road &ex~ ROild
ha kldord Road Fr..nklin Road G~neral Operating Fund Balance
EPC-Estimall:d Project Cosu ($M)

FROM Del<..lb Count v Duwntown U.wr.:nceville DeKalbCoumy Sinl'(leton Road US291SR8 Jimm yCartcr Bhd.
s~ct:twat e r CI'ff k
HcnryC iow<L"r Bl,d. SR 124 1-85 Plu.s<~ nt Hill Road DeKalbCoumylint" Jimm ) Can e r Bhd. Old Norcross Ro;ad Holcom b Brid~ Road Indi:m Tnil Road Pi nc hur~t langford Drhr lod~n Trail Rwd 1-8 5 1-85 US2J SR 1J S R 120 Winters Chapel Road (k;,~, q: r Ruin Road
Stone Mo untain S t. S R 141 Ind ian Trail Road S R 141 O ld Nur.:ri)S:. Road Franklin Road 1-tt5

TO Snellville
SR 141 Conn. USZ3 C lubOrht Langford tftivt Uwrcn.::c,iii<L" Pinc llurst R001d 1-85 1-985 Sne ll ville Area Jimm yCarte rBhd. lndiiln Trail Ro;~d
u l}
Fuho n Coun t ~ 1-85 US29 R8 OW Pcac htrer Road
523 S R 1J US29,$ R8 US2J Chat tahoochee Ri ver USZ9tS R 8 US2J P1 eas.;~o nt H ill Road
SR IH palding Drive
Beaver Ruin Road US 2J1SR 13 SR ll6 Plcawnt Hill Road O ld NOI'ctO!is Road

OOT-Ct.'Oq;ia De panmt:n ! of Trai1J>pQtlation GW-G .....innctt County

EPC
11.10 0.\19 10.11 4 .60 3.30 3. 12 11 .85 2.25 2.70 1.00 }0.00 } . 12 4 .70 2.50 4 .21 1.99 9.28 10.50 l.tiO 6.17 5.52 ).20 1.04 1.5;4
4 - 1~
0.9S }.66 }.82 1.66 0.64 l.YO l. l\)
162 .70

DOT 11 ..!0 0.99 10.21 .60 3.30 ). 11 I 1.65 2.25 2.70 1.00 15.00 2.62 1.00 0.51 2.1 1 I.H 7.7; 6.88
}.S(l Ll..O 4.00 1.53 0.00 0.00 !J.OO
0.00 l.tH 0.00 0.00 0.00 0.00 O.OI.l
102.2(!

GW 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 15.00 0.50 J.JO 1.99 1. 10 0.46 1.51 3.62 O.lXl 5.77 1.51 1.67 1.04 I.H -t . l ti 0.9S 1.81 }.82 1.66 0.64 1.90 1.10
60.50

In Fiscal 1987, Gwinnett County passed a four-year property tax increase to raise the anticipated $90 million required for a comprehensive road improvement program. Listed above are these projects with the GDOT's contributions highlighted.
Looking west from 1-85 at the Pleasant Hill Road Interchange (Top) August 1983 and (Bottom) August 1985.

The population of Gwin-

nett County grew by 64 .5

percent from 1980 to 1986.

This increase in population

from 166,808 to 274,400

has made Gwinnett the fas-

test growing county in the

metropolitan Atlanta area

and for the last two years,

the fastest growing coun ty in the nation . The phenomenal growth of the area is projected by

the United States Bureau of the Census and the Atlanta Regional Commission to continue,

reaching a population of 485,000 people by the year 2000.

Commercial development during 1986 is indicative of the astonishing rate of growth of the

county . The county absorbed a total of 3,202,693 square feet of commercial space with

2,647,883 of the additional space being industrial/distribution.

The explosive growth of the general population and particularly the commercial/industrial

area has placed monumental demands upon the infrastructure of the county, including its

road system .

Georgia ' s public roads not only provide travel routes , but also provide access to resident ial

and commercial properties and in many cases, corrido rs through which utili ties also del iver

their goods and services. Many services such as cable television , telephone , water and sewage

lines follow a roadway and are placed in the right -of-way . To protect the State Route System ,

permits are issued allowing access for residential and commercial driveways as well as use

by utility companies. The number of permits issued by the Department for both utilities and

driveways in the Gwinnett County area was approximately one-third of the number issued

for the total 21 counties of the Gainesville District.

Traffic on Gwinnett County' s roads has increased steadily over the years. Since its construction

in the early 1960' s, 1-85 has been the major transportation corridor through Northeast Georgia .

In Gwinnett County, usage in 1965 of 24,000 vehicles per day had increased to 162 ,034 in

1986. The section of 1-85 south of Jimmy Carter Boulevard increased 41 percent since 1983

and is projected to nearly double over the next 20 years .

Construction was in progress during Fisca l 1987 to widen 1-85 to 12 lanes from the DeKal b

County line north to State Route 140 (Jimmy Carter Boulevard), to 10 lanes from State Route

140 north to State Route 316 and to six lanes from State Route 316 north to near 1-985 with

plans to upgrade the six lane section to eight lanes already scheduled for letting. Major work

on State Route 141 (Peachtree Industrial Boulevard), Stole Route 10 and State Route 140 (Jimm y

Carter Boulevard), is part of the 56 project and approximately $87 million current construction



program underway in Gwinnett and will aid in relieving congestion and complement the rapid development of the area .
During Fiscal 87, Gwinnett County passed a $90 million bond issue to finance approximately



250 miles of road improvements, 31 intersection and turn-lane improvement projects, 12 deficient bridge replacements, as well as other projects within a comprehensive program. The

cooperation of state and county activities within Gwinnett should enable great strides to be

made toward meeting the transportation needs of "Growing Gwinnett".

Appalachian Development Highway
The purpose of the Appalachian Development Highway, which extends from 1-575 to Blairsville , is to link Appalachian communities in north Georgia with the interstate system via a four-lane route. At the end of Fiscal 1987, the DOT was prepared to let the last project of this highway to contract. The estimated completion date for the Appalachian Development Highway is August 1, 1989.

Savannah River Parkway

On March 20, 1987, after many years of dis-

cu ion, research and planning studies, the State Transportation Board selected the fit;al

' '

route for the Savannah River Parkway.

The studies show the project, which will link

two of Georgia's oldest cities, Savannah and

Augusta, to be feasible from an economic

standpoint. Public hearings were held along the

route before the final selection was made . The

public hearing held in Sylvania drew over 3,200

people, the largest turnout ever for a Georgia

DOT public hearing.

The Savannah River Parkway is part of the

Economic Development Highway System, de-

signed to promote economic growth throughout

the state of Georgia.

The Parkway begins in Augusta and follows

US 25 south to Millen . Then it breaks off into

two legs, one continuing south on US 25 to

Statesboro and on to 1-16, and the other leg

travels south along State Route 21 to 1-95 near

Savannah.

The end of Fiscal 87 saw the beginning of

some culvert work, but the vast majority of pro-

jects were still in the preconstruction stage.

\ ,,.' I
ST MAR YS\ ~

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,_\ ..
IJl

Golden Isles Parkway

Beginning at Perry on 1-75 and extending through

Hazlehurst and Jesup to Brunswick, the Golden Isles

I o

Parkway route is intended to provide a mo re direct

link between Atlanta and the Brunsw ick coast. While

some construction was underway in T elfair County

during Fiscal 1987, the vast majority of work on this

route was still in preconstruction.

CHARLTON

Fall Line Freeway
The Fall Line Freeway i designed to provide an east-west corridor by linking Columbus to Augusta via Macon. Fiscall987 saw some construction projects underway on this route north of Fort Valley, but primarily the route is still in the preconstruction stage.

Corridor Z
When complete, Corridor Z will link Columbus and Brunswick via Albany and Tifton. At the end of Fisca l 1987, all projects on this 256 mile route were either completed or underway except for 2.5 miles in Terrell County.

Georgia Interstate System

(Page 13)

I. 1-20/ Survey for widening completed in April 1987 from I-75 east to 1-285 in Dekalb and Fulton counties.

2. 1-20/ Widening from four to six lanes underway from east of State Route 138, 7.7 miles to the State Route 12 (U.S.

278) Interchange.

3. 1-75/ Widening for addition al lanes completed from the Monroe C ounty truck weigh station north 16.309 miles to

State Route 16; completed on 3/19/87.

4. 1-75/ Work under construction for widening for add itional lanes from south of State Route 18 north 6.50 miles to just

above State Route 42 including the relocat ion of the Forsyth!I -75 Interchange in Monroe County.

5. 1-75/ Rehabilitation work underway from I-475 south of Macon, north 20.676 miles to just north of Macon.

6. 1-75/ A welcome center building under construction at the Florida state line rest area.

7. 1-75/ Construction underway to six-lane 6.070 miles in Tift County from Whiddon Road north to a point north of

State Route 7.

8. 1-75/ 0.177 miles of frontage road relocation underway at I-75 and State Route 376 in Lowndes County.

9. 1-75/ Widening to six lanes from Tifton , 19.20 miles to State Route 159 near Ashburn in the preconstruc tion stage.

10. 1-75/2 .567 miles of roadway lighting between the citie of Cecil and Adel in Cook County.

~n ~

II. 1-75/ 16.50 miles of widening to six lanes from State Route !59 near A hburn to State Route 30 (US 280) at Cordele

in the preconstruction stage.

12. 1-75/ Roadway lighting at the I-75 and State Route 30 Interchange in rip County completed in March 1987.

13. 1-75/ The addition of 20. 10 miles of State Route 30 (U 280) at Cordele to State Route 7 (US 41) at Unadilla in the

preconstruction phase.

14. 1-75/ Widening to six lane under construction from U 411 in Bartow County , 62 miles north through Gordon,

Whitfield and Cato sa counties to the Ge rgia-T enne see state line.

15. 1-7511-285/ 5.106 miles f reconstruction work completed 5/ 15/87 in C bb County at the Windy Hill Road and

I-75/I-285 Interchange .

16. 1-85/ 16.075 miles of reconstructi n fr m the DeKalb ounty line north to I-985 in Gwinnett County. 10.075 miles

under construction, 6.00 mile in precon truction.

17. 1-85/ Widening for add itiona l lane underway from enoia Road 6.516 mile north to jut northeast of Buffington Road

in Fulton C unty.

18. 1-85/ Interchange lighting completed n 2118/87 at 1-95 and tate Route 204.

19. 1-95/ Work authorized for additi nal lanes beginning at a point west of 1-95 and extending 2. 779 miles to a point west

of King Bay .

20. 1-185/ Widening for 2.586 mile of additional underway from south of Macon Road to a point south of the Airport

Thruway in olumbus.

2 1. 1-185/ Widen ing of a bridge and approache on 1- 185 at W arm Springs Road in Columbus completed on 4/13/87.

22. 1-185/ Rest Area/Welcome Center under construction at William Road and I-185 in Columbus.

23. 1-516/ 6.27 mile of concrete pavement rehabilitation in Chatham County completed.

24. 1-575/ on truction work completed from Airport Road in Cherokee County 6. 7 miles north to the Appalachian

Highway in Pickens County. This was the final section of 1-575.

25. 1-575/ Ramp con truction completed at Roberts Road and opened to traffic on 5/8/87.

26. 1-159/ Resurfacing and guardrail work underway from the A labama-Georgia state line north 19. 1 miles to I-24.

27. 1-675/ Construction of this 10-mile interstate, which will connect 1-75 near Jonesboro and 1-285 at Moreland Avenue,

was 80 percent complete at the end of Fiscal 1987.

28. Atlanta Interstate Reconstruction/ The "Freeing the Freeways" program in Atlanta, designed to revamp the area's

conge ted interstate system , was about 60 percent complete at the end of Fisca l 1987.

29. 1-285/85 Common Section/ Construction work on the widening and separation of this portion of the Atlanta Interstate

System was 75 percent complete at the end of Fiscal 1987.

Appalachian Development Highway

(Page 14)

I . State Routes 2 & 5 (US 76)/ Four-laning a 4.36 mile section of roadway in Gilmer County from the Ellijay Bypass north to Briar Creek.
2. State Route 715/ Four-laning a 11.726 mile section of roadway beginning at a point west of State Route 2 and extending to the Blairsville Bypass.
3. State Routes 2 & 5 (US 76)/ Four- Ianing a 5. 7 mile section of roadway in Gilmer and Fannin counties from County Road 187 at Lucius north to Blue Ridge .
4. State Routes 2 & 5 (US 76)/ Four-laning a 3.1 mile section of roadway in G ilmer County from Briar Creek north to County Roa:i 187 to Lucius.

Savannah River Parkway

(Page 14)

I. State Route 211 Installation of cul verts a t Hi nely Branch , Turkey Branch and Cowpen C reek.

Golden Isles Parkway

(Page 15)

I. State Route 27 (US 341)/ Widening for 2. 429 mile of add itio nal lane beginning at a poi nt east of tate Route 27 Loop and extend ing to a po in t west of For yth A venue.
2. State Route 27 (US 341)/ Widening for 2.955 mile of additio nal road way beginning at a poi nt near County Road 101 and extending to a point near the south city limit of Lumber C ity.
3. State Route 27 (US 341)/ Construction of a total of three bridge over the Ocmulgee Ri ver and the Ocmulgee River O v e rfl o w.
4. State Route 27 (US 341)/ Widening for 2. 704 mile of additio nal roadway beginni ng at the south c ity limits of H a~l ehur t and extending northwest to a point east of County Road I0 l , excluding a section of roadway in Haz lehurst.
5. State Route 27 (US 341)/ Widening of roadway and culvert installatio n east of Bax ley. 6. State Route 27 Alternate/ Construction of additio nal lanes and a railroad overpass fro m .08 miles west of US 82 to a
po int terminating .06 miles east of W ayne treet in Jesup. 7. State Route 27 (US 341)/ Widening fo r 3.28 1 mi les of additio nal roadway including cul vert installat ion from the end
of the Burnett C reek bridge and extendi ng to a po int north of State Route 99.

Fall Line Freeway

(Page 16)

I . State Route 49/ Widening for l .785 miles of additional lanes from ea t of T aylor's Mill Road to Old Macon Road in Peach County.
2. State Route 49/ Widening for additional lanes and reconstructio n of 3.0 miles of roadway fro m State Route 24 7 Connector north to a point southwest of G assett Road in Byron .
3. State Route 49/ Widening for additio nal lanes and reconstruction of 3. 40 miles of roadway fro m County Road 183 to State Route 247 Connector in Peach County.

Corridor Z

(Page 17)

I. State Route 55/ Construction of 8.454 mile of new location roadway from a po int near tate Route 45 to County Road 139 in Terrell County.
2. State Route 55/ Construction of 5.492 miles of new location roadway for add itional lane from south of C ounty Road 12 to north of County Road 75 in W ebster County.
3. State Route 55 (US 280)/ Widening of 5. 717 miles of roadway for additional lanes from ea t of County Road I0 I to a point north of C ounty Road 77 in W ebster and Stewart tountie .
4. State Route 55/ Widening of 4. 808 miles of roadway for additi nal Ian fro m a t of County Road 59 to a point west of County Road 12 in T errell and W ebster countie.
5. State Route 50/ Four-laning a 5.590 mile section of roadway from the A lapaha River ea tward to the Willacoochee River in Berrien County.
6. State Route 50/ Fo ur- Ianing a I .976 mile ection of roadway from th w t ity limit of Willac ochee eastward to State Route 135 in Atkinson County.
7. State Route 50/ Construction of a bridge o ver the Will acoochee Ri ver at th Atkin on-Berrien county line. 8. State Route 50/ Four-laning a 5. 171 mil e ection f roadway from tat R ut 135 eastward to County Road 42 in
Atkin on ounty. 9. State Route 50/ Four-l aning a 2.50 mil ction of r adway from the Will acoo hee Ri ver eastward to the west ci ty limi ts
of Willacoochee in Atkin o n unty. 10. State Route 50/ Four-Ianing a 4.91 mile section of roadway from County Road 42 t the we t city limit of Pearson
in Atkin on ounty. II . State Route 50/ Fo ur- Ianing a I. 720 mile section of roadway from the we t city limit of Pear on ea tward to the east
city limits of Pearson in Atkinson County . 12. State Route 50/ Fo ur-laning a 10.835 mile section of roadway fro m the east city limits of Pear on ea tward to County
Road 472 in W are County. 13. State Routes 50, 45 & 55/ Fo ur- Ianing a 2.80 mile section of roadway from tate Route 50 outh of Dawson to north
of State Route 45 north of Dawson . 14 . State Route 50/ Four-laning a 5.240 mile section of roadway from County Road 11 6 eastward to the north city limits
of Alapaha in Berrien County . 15 . State Route 50/ Four-laning a 5.332 mile sec tio n of roadway from State Route 5 eastward to County Road 5 in Tift
County. 16. State Route 50/ Four- Ianing a 2. 295 mile ecti on of roadway from the north city limit of Alapaha eastward to the
Alapaha Ri ver in Berrien ounty . 17 . State Route 50/ Fo ur-laning a 5.0 mile ecti on of roadway from Count y Road 5 in Tift o unty eastward to County
Road 11 6 in Berrien County . 18. State Route 50/ o nstruction of a bridge o ver the A lapaha Ri ver in Berrien o unty. 19. State Route 50 (US 84 )/ Con truction of 9. 980 miles of roadway beginning at a point we t of County Road 9 1 and
extending to a point we t of o unty Road 229. 20. State Route 50 (US 84 )/ Recon tructio n of a 5.786 mile ection of roadway beginni ng at o unty Road 70 and extendi ng
through N ahun ta to a point west of ounty Road 9 1. 21. State Route 50 (US 84)/ Widening of 2.476 miles of roadway and cul vert in ta llati on beg inning at a po int west of
C ounty Road 3 and extending to a po int we t of County Road 62. 22. State Route 50 (US 84)/ Widening of 6 .450 miles of roadway beginning at a point wet of County Road 62 and ~: x t~:nding to Count y Road 70 we t of the ci t of Na hunta. 23 . State Route 50 (US 84)/ onstructio n of three bridges over the a ti ll a River. 24. State Route 50 (US 84 )/ Constructio n of a bridge over Big reek. 25 . State Route 50 (US 84)/ Widening of 8. 760 mile of roadway fo r additional lanes including bridge con trLJction and
~ulvert installation beginning at County Road 167 and extending to State Route 158. 26. State Route 50 (US 84)/ Widening of 11.114 miles of roadway for additio nal lanes beginning at a point near tate
Route 158 and extending to State Route 38 Spur in the city of W aycross.

Economic Development Highway System
As of June 30, 1987
..
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Interstate System Completed
Pr li
Not Funded

Economic Development Highway System
As of June 30, 1987
0 .
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F"LOAtOA
Interstate System Completed

Economic Development Highway System
As of June 30, 1987
. . 0 ' -~
.
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f' L 0 A I 0 A
Interstate System Completed

Economic Development Highway System
As of June 30, 1987
..
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Interstate System Completed

Economic Development Highway System
As of June 30, 1987
,- L 0 R 0 A
Interstate System

From 1970 to 1980, Georgia's population increased 19.1 percent, a rate higher than the national

average. The U.S. Bureau of the Census projects the total state population to continue this trend to

the year 2000.

With such growth in Georgia, it is important that the GOOT keep in step by ensuring proper

transportation facilities for the population. This is especially true in urbanized areas and their suburbs

where much of the projected growth is expected to take place.

'

The GOOT defines an urbanized area to be an incorporated area with a population of 50,000 or

more. Utilizing this definition, there are eight urbanized areas in the state: Rome, Athens, Atlanta,

Columbus, Macon/Warner Robins, kugusta, Albany, Savannah and the outlying areas of Chattanooga

in Georgia.

Transportation problems in these areas fall into two major categories: the problems on the older,

downtown streets and road systems that have become congested and outdated over the years due to

growth, and the problems in the suburban areas where growth spillover from the core central city has

made the outlying road system obsolete. The latter area is where the most extensive work by the GOOT

must take place in order to bring the system up-to-date and meet transportation needs.

During Fiscal87, the GOOT worked to combat problems in these two categories in the eight urbanized

areas of Georgia. Many projects, in various stages, were underway during the fiscal year.

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF
6/30/87
PROJECT FUNDING

CHATTANOOGA OUTSKIRTS IN GEORGIA
There is a high volume of traffic, both local travelers and long distance travelers, desiring to use the interstate highway . No alternative route is available, or will be in the foreseeable future.
1-7; from State Route 3 near Ringgold, north to the Tennessee state line
The existing four-lane interstate highway is carrying between 41,000 and 55,000 vehicles per day. This is causing congestion on the highway. Widen the interstate to six lanes
$21,000,000
Approximately 50 percent complete, and essentially on schedule
Interstate Funding: 90 percent Federal funds 10 percent - State matching

.. Jo ..

GENERAL
TRAme
PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF
6/30/87
PROJECT FUNDING
GENERAL
TRAme
PROBLEM IN THIS AREA ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF
6/30/87
PROJECT FUNDING

SAVANNAH
Urban
One of the major pro blem in avannah is acce ing the downtown area. U I7A i one of the few acce s routes to d wntown avannah from north of avannah , and it provides the most direct access. US 17A i al o the o nly direct acce route from the city of Savannah to Hutch in on Island .
US 17A (Talmadge Memorial Bridge and approaches) from 1- 16 to the Back Ri ver Bridge
The low clearance of the existing two- lane T almadge Bridge is re tricting the port activ ity due to the he ight of the new container ships. A vessel hit and damaged the T almadge Bridge in 1983. The new four-lane T almadge Bridge will have a clearance of 185 fee t above mean high water which is 49 fee t more clearance than the existing bridge. The new bridge will al o provide the highway capacity needed.
$97,700,000
The first contract is scheduled to be let on July 17 , 1987. The plans fo r the three other contracts are in the preliminary design phase.
Demonstration and Discretionary Funds, State Bonds, Interstate Rehabilitation Funds
Suburban
Accelerated growth on Wilmington Island and recreational traffic destined to and from Tybee Island - Fort Pulaski
US Route 80 from the western end of the Wilmington River Bridge to Johnny Mercer Boulevard
The existing two-lane road is very congested and there are frequent de lay the bascule bridge . Widen the road to four lanes and replace the bascule bridge with a four- lane high level fixed span bridge
$9,907,942.29
Under Construction : 8 1 percent co mplete
Federal Aid Primary

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF
6/30/87
PROJECT FUNDING

ALBANY
Urban
Because of the rapid growth to the northwe t of Albany , traffi c arteries are inadequate in the downtown area to accommodate the large vo lume of commuters wishing to reach the center of town from the suburbs.
Dawson Road from the intersection of 3rd and Magnoli a to Slappy Boulevard
This arterial facility h as a high volume of traffic and left turning vehicles. It is used as a major arterial route connecting the downtown area of Albany with the northwest. Only a part of Dawson Road is currently four lanes with a center turn lane . The remaining portion is a two- lane facility. Widen the existing two -lane portion of Dawson Road to four lanes with a center turn lane
$2,254,000
Location design hearing was held. Final designs were being completed and right-of-way was being obtained.
$867,000 - G eorgia DOT $1 ,387,000 - Loca l share from the one percent sales tax

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

ALBANY
Suburban
Sylvester Highway (US 82) i the main arterial route serving Albany from the Tifton area. This route passes through a common intersection with two other major routes: Cordele Road and Mock Road . Johnson Road to the Marine ba e also tie into the intersection. The number of roads being served by the one maj or inter ection cau es traffic congestion and delays to the motoring public. The upgrad ing of this area has been of concern to Albany residents and officials for some time . Five points area: Intersection of Mock, Johnson and Sylvester Highway (US 82)
A major arterial route passing through a five-leg intersection
Upgrade the intersection with more traffic lanes and eliminate the fifth leg (Johnson Road) by redesigning the intersection
$ 1,705 ,000
Design public hearing was he ld. Final design was being completed.
$793,000 - Georgia OOT $9 12,000- Local government through the one percent sales tax

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GENERAL
TRAme
PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

ATHENS
Urban
The section of Prince Avenue from the North Bypass to Oglethorpe aids in jo ining downtown Athens wi th the North Athens Bypass. It acts sign ificantly to carry traffic to and from these areas. This section is primarily residential but is also bounded by the US Navy Supply School and scattered small businesses. Its locational importance and the nature of the area cause this section of Prince A venue to operate at a high level of congestion during peak periods as an unimproved, through two- lane fac il ity. W idening would decrease the con gestion to an acceptable level and would improve the safety record.
Prince A venue fro m the North Bypass to Oglethorpe
Prince A venue carries too great a traffic volume to operate at a satisfactory level of service. The accident rate was significantly higher in the last several years than the average statewide rate for this type of fac ility.
Plans call to widen/reconstruct Prince Avenue to five 10-foot lanes toward the beginning of the project and extending 206 feet southeast; widen the remainder to 46 feet consisting of fo ur through lanes and 30 inch curb and gutter. The existing section is 32 fee t wide and contains two through lanes and a turn lane.
$647 ,000 which includes a small cost of contract ammendment to resurface initial . 15 mi le of the project
Construction Completed
Federal - 75 percent State - 25 percent

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GENERAL TRAFFIC PROBLEM IN THIS AREA ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

ATHENS
Suburban
A large through volume combined with large local volume attracted to the heavily commercialized areas on Atlanta Highway make for operational problems.
South Athen Bypa s beginning at the intersection of Atlanta Highway (US 78, R 10) and the orth Bypa (US 441 , SR 8), proceeding south of the city and tying into the East Bypass (US 441, SR 72)
An unacceptably high volume-to-capacity ratio on Atlanta Highway between the US 78/State Route 10 intersection and Hawthorne Avenue
Divert traffic on Atlanta Highway by constructing a southerl y perimeter segment tying into ex isting north and east bypa es. Construction of the south bypass, in conjunction with the establishment of a parallel facility (State Route 316 Extension), would allow traffic headed ea t on US 78/State Route 10 to connect to the parallel facility and continue easterly to the south bypass, instead of using Atlanta Highway . Traffic would then have the option of proceeding north to Broad Street or east along the outh bypas to Macon Highway (US 441 , 129 , State Route 15) or circumferentially to the de ired destination . Similarly, traffic headed west out of Athens could, instead of usi ng Atlanta Highway and Broad Street, travel west on the bypass, access the parallel fac ili ty and then connect with US 78/State Route 10 to proceed to a point west - most notably Atlanta. The south bypass would complete a perimeter around the city of Athen and, as a perimeter segment, the bypass would act together with the exi ting north and ea t bypasses to absorb traffic that would otherwise h ave used Broad Street to ace point in the city of Athens. Also , the south bypass would eliminate some traffic on Timothy Road, in addition to its function as a residential street, Timothy Road, a two-lane facility, also acts to o rne degree as a south perimeter in that it loosely join together the north and east bypasses. Traffic using Timothy Road as a southerl y perimeter would opt for the quicker route, the South Athens Bypass.
$15,966,000
Under construction
State funds

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION PROBLEM
SOLUTION
TOTAL COST OF PROJECT PROJECT STATUS ASOF 6/30/87 PROJECT FUNDING

ATLANTA
Urban
Maintaining a proper service leve l for 1-75/85 and the Downtown Connector traversing the city of Atlanta is essential to meeting a critical need fo r both regional and local transportation service. This important link in the interstate highway system provides service for traffic approaching Atlanta from the northwest , northeast, southwest and southeast on Interstate Highways 75 and 85 . Since 1-75 and 1-85 share common alignments as they pass through Atlanta, the disruption of service at any point along this fac ility may impede interstate highway traffic in four directions. Any type of traffic breakdown on the connector usually affects thousands of vehicles since the hourly volumes on this joint faci lity are so large. The Downtown Connector is also a major artery fo r local traffic moving into and through Atlanta. It connects the separate sections of 1-75 and 1-85 on the north side of the city to those on the south . These north and south sections have direct access to Atlanta's beltway, 1-285. The project also bisects 1-20, which connects east and west Atlanta, thus, this facility provides both direct access to the city and to freeway corridors servicing the entire metropolitan area. Segments of the roadway were constructed before the initiation of the Interstate Program using federal, state and local funds, however, these parts have since been included in the interstate system. In 1967 the section of roadway fro m University Avenue to the Lakewood Freeway was widened from four to six lanes, but there have been no major improvements to the roadway since that time.
Downtown Atlanta Freeway from Williams Street south to the 1-75/85 split
The design life of the expressway from Spring Street south to Lakewood Freeway actually reached design capacity within five years of authorization. The section of 1-75/85 from Baker Street to Richardson Street was designed for a 1975 traffic projection of 96, 500 vehicles per day (VPD); however, the 1964 Annual Average Daily Traffic (AADT) on this section of roadway was already 112 ,000 VPD. Likewise, the section between University Avenue and Lakewood Freeway was designed fo r a 1975 projection of 93,400 VPD but by 1968 AADT was already averaging I03, I000 VPD. The expressway had, in effect, reached its design year traffic by 1963. The result of the lack of upgrading to the facility in order to meet traffic and population growth demands has resulted in routine stop and go traffic during peak commuter hours, and during off-peak hours whenever there is any type of traffic interference.
With the widening of 1-75/85, traffic conditions during all hours of the day will be improved. In 1986, traffic operated under stable flow conditions even during the commuter period on the mixed traffic lanes. By the year 2000, congestion will increase producing unstable flow conditions, but the facility will no t reach the forced-flow conditions as it o therwise wo uld. All traffic proj ected for 2000 can be carried on the improved facility, causing no additional burden on surface streets.
$343,000,000
Under construction
Federal-Aid Interstate

GENERAL TRAffiC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

ATLANTA
Suburban
The need for improved transportation service within and through the North Atlanta corridor has been recognized by planning and transportation agencies, public officials and private citizens fo r over three decades. These needs range from the immediate and often localized need for improved peak hour operating conditions to the provision of planned, orderly development of the Metropolitan Atlanta Region . Current traffic figures show an enormous desire to travel within and through the N orth Atlanta corridor, resulting in overloaded surface streets and badly congested intersections. Likewise, future traffic demands cannot be handled by the present transportation system. Without extensive improvements to system capacity , the transportation problems of the N orth Atlanta corridor canno t be effectively addressed.
G eorgia 400 Extension : a new six-lane highway with a rail transit median between I-85 near Leno x Road and I-285 at G eorgia 400
The ex isting traffic demand in north Atlanta overburdens the surface street network causing highly unstable traffi c conditions.
Plans ca ll to pro vide a balanced transportation system in the corridor by building a divided six-lane highway to increase capacity. This will di vert trips away from the surface street system , and provide a transit element in the median .
$268 ,000,000
Preparing right-of-way plans
T oll Road from the Buckhead Loop north to the G lenridge Connector Federal and state funds from the Buckhead Loop south to I-85

GENERAL
TRAme
PROBLEM IN THIS AREA ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

AUGUSTA
Urban
The downtown area has numerous railroad crossings which cause numerous of railroad/auto conflicts. This problem is multiplied as the traffic in the downtown area continues to increase with the growth of nearby Columbia County, one of the fastest growing counties in Georgia.
Murray Road Extension from Old Petersburg Road to 15th Street
Traffic on W ashington Road is highly congested
Construction of Murray Road to take traffic off W ashington Road , thus relieving the co n ges ti o n $48, 400,000
Public hearing h as been held . Project is scheduled to be let in two phases: Phase I, from I-20 to 15th Street, is to be let in Fiscal Year 1988, and Phase II , from I-20 to Old Petersburg Road Extension, is to be let in Fiscal Year 1989.
Federal Funds - $36 ,300 ,000 State Funds - $ 12, 100,000

.. Js ..

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF
6/30/87
PROJECT FUNDING

AUGUSTA
Suburban
Because of the rapid growth in uburban Augu ta, tran portation arteries in this area have seen a ignificant increa e in traffi c volume and new and upgraded facilities are needed .
Belair Road Extension beginning at tate Route 104 (Washington Road) and extending south to Gate l at Fort Gordon
There has been a tremendous increase in traffic along thi corridor in the Ia t four years. This increase in traffic is causing congestion. Five-lane the existing Belair Road from State R ute 104 to 1-20, and from 1-20 to Fort G ordon construct a divided four-lane facili ty with controlled acce
Belair Road will be let as three projects: the first in Fi ca l Year 1988, the econd in Fiscal Year 1989 and the third in Fiscal Year 1990. W ork was underway on some of the right-of-way plans at the end of Fiscal 1987. Federal Funds - $13,684,000 State Funds - $4,261,000

_1,Q_

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
PROJECT STATUS ASOF
6/30/87
TOTAL COST OF PROJECT
PROJECT FUNDING

COLUMBUS
Urban
Many of the transportation problems in dow ntown Columbus can be related to the limited num ber of bridges crossing the C hattahoochee Ri ver. U ntil recently, there were only three available river crossings: the James Edward Oglethorpe Bridge on US 27/80, State Route 1, the Dilingham Arch Bridge on Oilingham Street and the 14th Street Bridge. Of these three bridges, only the James Edward Oglethorpe Bridge truly serves th rough traffic. Traffic volumes in 1986 exceeded 42,700 veh icles per day (VPD) on this ri ver crossing that borders the ex treme southern portion of the Columbus downtown area. The other two bridges serve mostly local traffic, both of which connect the downtow n areas of Phenix C ity, Ala. and Co lumbus. There is a great travel demand across the C hattahoochee Ri ver between these two cities. Traffic volumes on the Oilingham Bridge and the 14th Street Bridge verify this with 5, 160 VPD and 26, 400 VPD respectively. This demand is caused, in part, by a large number of employmen t centers near the river in G eorgia as well as the dependence of each city on the other to co-exist.
13th Street Viaduct between 5th A venue and lOth Avenue over the Southern Railroad yard and tracks
The existing four-lane viaduct no longer meets the necessary traffi c volume/capacity standards. Between 198 1 and 1986, traffic volumes have increased fro m approximately 11 ,000 to 16,700 vehicles per day. This represents over a 50 percent increase in travel demand.
The 13th Street Viaduct does, and will continue to, serve large volumes of traffic. The planned construction of a new 13th Street bridge to replace the old 14th Street bridge confirms this scenario. T o accommodate existing and future traffic , the viaduct is now under construction to be widen-ed to six lanes. The The 14th Street bridge is deteriorating structurally and is incapable of accommodating forecasted traffic volumes in excess of 32,000 VPD in the year 2005. A replacement parallel fac ility on 13th S treet, therefore, has been recommended by the Columbus-Phenix C ity Transportation Study. This replacement fac ility is now part of the Recommended Transportation Plan and is in the current Five-Year Transportation Improvement Program and the Department of T ransportation 's Five-Year C onstruction Work Program.
The 13th Street Bridge, which will replace the 14th Street Bridge across the C h attahoochee River, will have a significant effect on 13th Street and the 13th Street viaduct project over Southern Railroad . First , 13th Street will connect east-west travel and north-south travel to ex isting major and minor arterial streets better than the 14th Street Bridge. Due to this future need , and the ex isting needs as indicated by present traffi c on 13th Street , the 13th Street Bridge over the C hattahoochee Ri ver is proposed to be six lanes. Therefore, the 13th Street viaduct over the Southern Ra ilroad is being constructed as a six- lane fac ility to provide capacity and continuity to this ri ver crossing route.
$ 10,637,2 70
Federal, state and local dollars

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PROBLEM IN THIS AREA ROAD NAME AND LOCATION PROBLEM
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PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

COLUMBUS
Suburban
There is currently a burden on the three existing bridges in the Columbus area in handl ing the volume of traffic crossing the Chattahoochee River. The James Edward Oglethorpe Bridge on US 27/80, State Route l, the Oilingham Bridge on Oilingham Street, and the 14th Street Bridge on 14th Street all carry a large number of river crossings each day.
The North Columbus Bypass from US 27 Alternate/SO, State Route 85 in Georgia to US 280/431 in Alabama
Arterial routes to and from the Columbus-Phenix City area (l-185, US 27, US 27 Alternate, US 27/280 and US 80) are plentiful. However, an arterial route connecting these major arterials together outside the Central Business District (CBD) does not exist.
The North Columbus Bypass is designed to connect the above arterials together with a limited access facility. This limited access facility, which is being built to inter tate standards, will provide not only a needed connecting link to existing arterials, but also a much needed fourth bridge crossing the Chattahoochee River away from the CBD. The new bypass, which is completed between Summerville Road in Alabama and '-185 in Columbus, is providing new access routes into the CBD as well as connecting routes outside the CBD by virtue of its intersections and/or access to these routes. For example, 2nd Avenue is now a viable alternative into the CBD from 1-185 via the North Columbu Bypass-2nd Avenue Interchange. By the same token, people in the Summerville Road area no longer have to travel into and through the CBD to access River Road, White ville Road or 1-185. The bypass route circumvents the CBD entirely. The N orth Columbus Bypass will also open up new areas for development. Columbus and Phenix City are limited as to what direction they can grow due to physical and geographica l consnaint . The Chattahoochee River is one such geographical constraint. The area outh and ea t of Columbus, which is occupied by Fort Benning, also restricts outward growth due to its physical boundaries. Therefore, the only area left in Georgia for Columbus to grow is north . The North Columbus Bypass will open up this area to development and provide transportation to and through this new area.
$64,443,353
The portion between Summerville Road in Alabama to 1-185 in Georgia, including the bridge over the Chattahoochee River has been completed. Portions betweeen US 280/431 and Summerville Road in Alabama and between l- 185 and US 27 Alternate in Georgia are under construction.
Federal, state and local dollars

GENERAL TRAffiC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF
6/30/87
PROJECT FUNDING

MACON
Urban
Access between 1-75 and the downtown area is currently prov ided by interchanges at Forsyth Street/Hardeman Avenue, Mercer University Drive and Eisenhower Parkway. Due to its closeness to the Central Business District (C. B. D.) and to the large population in northwestern Macon and Bibb County, the Forsyth Street/Hardeman A venue interchange is the most heavily utilized . However, this corridor is very congested, has operational deficiencies and does no t provide direct access between the south down town area and the western sections of the community. T o improve access to the south downtown area and reduce congestion in the Forsyth Street/Hardeman Avenue area, either Mercer University Drive or Eisenhower Parkway would require attention . The proximity of Mercer University Drive to the C. B. D. made it the logical site to improve accessibility. As a new facility, the south downtown connector will remove th rough traffi c from the Mercer University campus, provide direct access to the south downtown area and encourage downtown redevelopment.
South Downtown Connector from 1-75/Mercer University Boulevard to 2nd Street at Oglethorpe
Inadequate access to the south downtown area from 1-75 and points west, and poor traffic circulation within the corridor
Construct a new four-lane facility connecting 1-75 directly to the south downtown area
Phase 1 - From 1-75 to Telfair Street- Right-of-way acquisition Phase 2 - From Telfair to O glethorpe - Preliminary Engineering
State funds for preliminary engineering and construction Local funds for right-of-way

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PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

Suburban
The Eisenhower Parkway Extension will serve an important traffic need in Mac n and Bibb County. It is also a part of a much larger project known as the Fall Line Freew . The Fall Line Freeway is a proposed multi-lane economic developmen t corridor approximately 200 miles in length and encompasses a 23 county region that lie along th ~ boundary of the Piedmont and Coastal Plains regions of Georgia. Roughly 15 .8 percent of the state's population was contained in this region in 1984 and nearly 75 percent of this number resided in the three metropolitan areas of Columbus, Macon and Augu ta. The need for the proposed Fall Line Freeway extends beyond the .usual tran portati n issues addressed in conventional urban and regional transportation studies. It i not limited to factors related to highway capacity, traffic service and costs versu benefit which are typically studied in highway project development , but instead focuse a major part of the analysis on the need for improved transportation access for economic de velopment of the Fall Line region . The purpose of the proposed Fall Line Freeway i to link the principle urban centers of Columbus, Macon , W arner Robins and Augu ta with a high-speed, multi-lane interregional highway that will substantially increa e intercity transportation access, connect off-interstate communities in the Fall Line region with the major economic activity centers and serve as a catalyst to enhance economic development of the region .
Eisenhower Parkway Extension from Eisenhower Parkway at Broadway , tate Route 49, in an eastern direction across the Ocmulgee River to 1-1 6 and connecting to Emery Highway, State Route 19, at Jeffersonvi lle Road.
Traffic volumes indicate that the river crossings are currently providing an adequate level of service over the river. Heavy usage is occurring on l-16 , Spring Street and the Spring Street ramp to 1-16. Congestion problems are being encountered on Spring Street north of the bridge at the intersection of Emery Highway and the 1- 16 ramp.
Construct a new facility crossing the Ocmulgee River that provides a direct connection from eastern Bibb, southeastern Jones and western Twiggs count ies to central Bibb County west of the Ocmulgee River
$30,687,000
Preliminary engineering
State Fall Line Freeway fu nds

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD
NAME
AND LOCATION PROBLEM
SOLUTION
TOTAL COST OF PROJECT PROJECT STATUS ASOF 6/30/87 PROJECT FUNDING

Urban
There are only two east-west routes into Rome's downtown area; one is Shorter Avenue/ Turner McCall Boulevard and the other is Second Avenue . Shorter Avenue and Turner McCall Boulevard carry the majority of the traffic to and through Rome and skirts the downtown area while Second Avenue actually travels through the downtown area serving as an alternate route. The recent widening of the Second Avenue Bridge over the Oostanaula River has improved the Second A venue alternate route and has taken some local traffic off Turner McCall Boulevard. The major east-west traffic to and through Rome, however, remains on Shorter A venue and Turner McCall Boulevard. As previously mentioned, Alabama Highway, as Shorter Avenue is known as outside the city limits, is a two- and three-lane roadway . As one enters Rome from the west on this ro ute, Alabama Highway becomes Shorter Avenue and transitions into a four-lane roadway. Due largely to the commercial build-up of th is stretch of roadway, the local and through traffic has surpassed the capac ity of vehicles this roadway can handle. As a result, there were continuous delays and congestion throughout the day and especially during peak travel hours. To improve the condition, the city, county and state h ave combined their efforts to widen this stretch of roadway from Fosters Mill Road (State Route 100) to North 2nd Avenue as a continuous five-lane roadway. In addition to this, efforts have been made and are continuing to be made, to build a north and east bypass around Rome from Redmond Road to US 411. This bypass will also help reduce the burden of east to west through traffic on Shorter Avenue and Turner McCall Boulevard near the downtown
Shorter Avenue/Alabama Highway (State Route 20) near downtown Rome from North 2nd Avenue 10. 7 miles to Fosters Mill Road (State Route 100)
Shorter Avenue and Alabama Highway are densely commercial strip developed roadways. They are also part of the heav ily traveled east-west corridor through Rome. This two-, three- and four-lane roadway serves a wide variety of traffic including passenger cars and pulpwood trucks. Traffic counts ranged from an average of 10,900 vehicles per day (VPD) near Fosters Mill Road to over 35,000 VPD near North 2nd Avenue in 1986.
The solution to combating the high traffic volumes and congestion problems on Alabama Highway and Shorter Avenue is twofold . First, the two- and three-lane portions of Alabama Highway and the four-lane portions of Shorter Avenue need to be widened to five lanes. This will increase the capacity of the roadway by providing a center turn lane for left turning vehicles. Secondly, a north and east Rome bypass needs to be constructed . Some portions have been built, and others are in the design stage. This bypass will also help the capacity problems on Shorter A venue by giving motorists another route from which to choose.
Shorter Industrial Boulevard to N orth 2nd Avenue: Under construc tion Shorter Industrial Boulevard to State Route 100: Preconstruction
Both sections will be funded with federal, state and local dollars

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT PROJECT STATUS ASOF 6/30/87 PROJECT FUNDING

Suburban
Alabama Highway/Shorter Avenue (State Ro ute 20), Turner McCall Boulevard and US 411 are the roads that accommodate east-west travel to and through Rome . These roads have, over the years, evolved into a highly developed commerical corridor. Efforts are being made now to widen much of this corridor to five lanes (Shorter Avenue and Alabama Highway) . Other portions are already either four- or five-h~ned (US 411 is a divided four-lane while Turner McCall fluctuates between four and five lanes). Present and future traffic estimations and projections indicate that the need to provide more capacity on this major east-west route is great. However, the existing roadway cannot practically be widened greater than five lanes. Due to this and the desire to reduce congestion and delay on this route through the heart of Rome , a northeasterly bypass corridor has been identified and portions of this bypass have been constructed. Other portions are in the preconstructionldesign phase to be constructed.
TheN orth Rome C onnector and the East Rome Bypass from Redmond Road to US 411
Traffic through Rome has reached the point where it has become necessary to widen a major thoroughfare through Rome (Alabama Highway and Shorter Avenue ) to five lanes. This widening, which is now taking place, will help but not solve Rome's major traffic problem - lack of alternative routes to and through the area.
The connector and bypass ro ute around Rome will help solve this dilemma of the absence of good alternative routes to and through Rome. A portion of the N orth Rome Connector between Martha Berry Boulevard (US 27, SR 1) and the new State Route 53 has already been completed . Efforts are now being made to tie this portion of the connector to its two termini points - Redmond Road and US 411 .
$27,335,000
Some portions are completed while others are in the preconstruction phase.

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PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

WARNER ROBINS
Urban
Typical of many military-oriented cities, several of Warner Robins' roadways are lined by strip commercial development and its inherent superfluo us driveways. Rapid , uncon trolled growth h as resulted in an abu ndance of off-set intersections and a general lack of roadway continuity. In addition, the fringe location of Robins Air Force Base combines with Watson Boulevard's central location and continuity to induce a very large "crosstown" traffic movement. With a combined workforce of over 20,500 military and civilian employees, Robins Air Force Base generates a large volume of directional traffic in morning, noon and evening rush hours.
State Route 247 Connector- W atson Boulevard from Houston Lake Road approx imately 4.8 miles to State Route 247
Existing multi-lane facility is completely saturated with strip commercial development. In addition, there are several off-set intersections, numerous driveways and out-dated signalization .
Traffic engineering study recommended: add acce l/decel lanes, realign off-set intersections, modernize signalization , modify driveways and improve curb radii to enable safer and faster turning movements
Current estimate: $1,000,000
Georgia DOT has forwarded the Local Project Agreement to W arner Robins. No response was rece ived by the end of the fiscal year.
Due to the high rate of acc idents throughout the corridor, the Federal Highway Administration has approved the possible use of hazard e limination funds. The city has also been asked to participate.

GENERAL TRAFFIC PROBLEM IN THIS AREA
ROAD NAME AND LOCATION
PROBLEM
SOLUTION
TOTAL COST OF PROJECT
PROJECT STATUS ASOF 6/30/87
PROJECT FUNDING

WARNER ROBINS
Suburban
Heavy development pressure is being experienced in the areas south and southwest of Warner Robins. Since the largest employer, Robins Air Force Base, is located on the eastern fringe of the city, a large movement of traffic occurs on both north-south and east-west routes. In addition, Warner Robins' rapid growth has resulted in a transportation system lacking both adequately spaced continuous arterials and a well defined collector/distributor system. This shortage of infrastructure coupled with strong directional traffic flows results in undue pressure being placed on a limited number of routes. As traffic nears Robins Air Force Base, options for travel routes are reduced to a minimum. As a result, Moody Road has become one of the major north-south commuter routes. The recent increase in commercial development along Moody Road and Richard Russell Parkway will only aggravate the situation.
Moody Road from Feagin Mill Road approximately l. 5 miles to Richard Russell Parkway
In 1983 , Moody Road was attempting to operate with a peak hour volume-to-capacity ratio of 1.350 and experiencing traffic accidents usually attributed to heavy development.
Plans call to construct a five-lane facility which will provide four through lanes for the volume and a center tum lane for storage of the heavy left tum movement
Approximately $2,257,000
Under construction
Federal-aid Urban System Funds for roads and bridges

Fiscal Year 1987
Expenditures

Personal Services Regular Operating Expense Travel Motor Vehicle Purchases Publications and Printing Equipment Purchases Computer Charges Rea I Estate Renta Is Telecommunications Per Diem, Fees and Contracts Capital Outlay +Grants to Counties +Grants to Municipalities Capital Outlay Airport Development Capital Outlay Airport Approach Aid/ Operational Improvement Mass Transit Grants Harbor Maintenance Payments Spoilage Area Acquisition, Clearing and Preparation TOTAL +Not Included in DOT Audit
Income

$171,621,174.51 53,128,395.03 1,569,314.37 2,154,159.12 870,558 .65 7,884,461.40 3,468,516.78 1'131 ,468.22 1,868,393.20 9,431 '132.76
705,953,892 .86 9,317,013 .00 9,317,000.00 1,323,000.00
1,404,81 0.73 11,712,002 .93
629,931.23 4,358,139.72 997,143,364.51

Governor's Emergency Fund Transfer State General Funds ++Federal-Aid and Other Motor Fuel Funds TOTAL
++Includes Prior Year and Miscellaneous Funds

8,000.00 17,304,251.49 633,664,140.03 346,166,972.99 997,143,364.51