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{{short description|Highway in Georgia}}
{{short description|Highway in Georgia}}
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'''Interstate 575''' ('''I-575''') is an [[Interstate Highway System|Interstate Highway]] [[spur route]] in the [[United States]], which branches off [[Interstate 75 in Georgia|Interstate 75]] in [[Kennesaw, Georgia|Kennesaw]] and connects the [[metro Atlanta]] area with the [[north Georgia mountains]], extending {{convert|30.97|mi|km}}. I-575 is also the unsigned '''State Route 417''' and is cosigned as [[Georgia State Route 5|SR 5]]. I-575 begins in northern [[Cobb County, Georgia|Cobb County]] near Kennesaw and goes mostly through [[Cherokee County, Georgia|Cherokee County]], ending at its northern border with [[Pickens County, Georgia|Pickens County]], where it continues as [[Georgia State Route 515|SR 515]].
'''Interstate 575''' ('''I-575''') is an [[auxiliary Interstate Highway]] in the [[United States]], which branches off [[Interstate 75 in Georgia|I-75]] in [[Kennesaw, Georgia|Kennesaw]] and connects the [[Atlanta metropolitan area]] with the [[North Georgia mountains]], extending {{convert|30.97|mi|km}}. I-575 is also the unsigned '''State Route 417''' ('''SR 417''') and is cosigned as [[Georgia State Route 5|SR 5]]. I-575 begins in northern [[Cobb County, Georgia|Cobb County]] near Kennesaw and goes mostly through [[Cherokee County, Georgia|Cherokee County]], ending at its northern border with [[Pickens County, Georgia|Pickens County]], where it continues as [[Georgia State Route 515|SR 515]]. It is also the '''Phillip M. Landrum Memorial Highway''' in honor of [[Phillip M. Landrum]] (1907–1990), who was a [[United States House of Representatives|Representative]] from [[Georgia (U.S. state)|Georgia]]. It is entirely concurrent with [[Georgia State Route 5]].
It is also the '''Phillip M. Landrum Memorial Highway''' in honor of [[Phillip M. Landrum]] (1907–1990), who was a [[U.S. Representative]] from [[Georgia (U.S. state)|Georgia]].


==Route description==
==Route description==
[[File:I-575 in Woodstock GA, Sept 2020.jpg|thumb|I-575 in [[Woodstock, Georgia|Woodstock]]]]
[[File:I-575 in Woodstock GA, Sept 2020.jpg|thumb|I-575 in [[Woodstock, Georgia|Woodstock]]]]
For almost all of its length, I-575 has two lanes in each direction, with a [[central reservation|road median]] of grass, along with [[Lagerstroemia|crepe myrtle]] (a locally-common landscaping tree) or [[wildflower]]s, both of which are summer-flowering. Each direction has one [[lane|truck lane]] for climbing uphill (mile 12 to 13 northbound, mile 10 to 9 southbound), two extended acceleration lanes (north from Towne Lake Parkway and south from Marietta Highway), and two auxiliary lanes (connecting [[List of former state routes in Georgia (U.S. state)#Route 205|Bells Ferry]] and Chastain Roads).
For almost all of its length, I-575 has two lanes in each direction, with a [[road median]] of grass, along with [[crape myrtle]] (a locally-common landscaping tree) or [[wildflower]]s, both of which are summer-flowering. Each direction has one [[truck lane]] for climbing uphill (miles 12 to 13 northbound, miles 10 to 9 southbound), two extended [[acceleration lane]]s (north from Towne Lake Parkway and south from Marietta Highway), and two [[auxiliary lane]]s (connecting Bells Ferry and Chastain Roads).


The city of [[Holly Springs, Georgia|Holly Springs]] recently [[annexation#Subnational annexation|annexed]] land to Sixes Road. Other cities that have annexed I-575 include [[Canton, Georgia|Canton]] and [[Ball Ground, Georgia|Ball Ground]].
The city of [[Holly Springs, Georgia|Holly Springs]] recently [[annexed]] land to Sixes Road. Other cities that have annexed I-575 include [[Canton, Georgia|Canton]] and [[Ball Ground, Georgia|Ball Ground]].


I-575 crosses the [[Little River (Etowah River)|Little River]] between Woodstock and Holly Springs, and has four bridges over the [[Etowah River]] in northeastern Canton, as it flows under the southern half of the Riverstone Parkway (former SR 5) exit. It also crosses [[Noonday Creek]] between Barrett Parkway and Chastain Road, at the northeast corner of [[Town Center at Cobb]] [[Shopping mall#Regional|regional mall]]. That [[stream]] roughly follows the freeway northward on the east side of the road, passing alongside the northbound ramp to SR 92, and then crossing back under to the northwest just before Towne Lake Parkway.
I-575 crosses the [[Little River (Etowah River tributary)|Little River]] between Woodstock and Holly Springs and has four bridges over the [[Etowah River]] in northeastern Canton as it flows under the southern half of the Riverstone Parkway (former SR 5) exit. It also crosses [[Noonday Creek]] between Barrett Parkway and Chastain Road at the northeast corner of [[Town Center at Cobb]] regional mall. That stream roughly follows the freeway northward on the east side of the road, passing alongside the northbound ramp to [[Georgia State Route 92|SR 92]] and then crossing back under to the northwest just before Towne Lake Parkway.


At the Canton and Holly Springs exit, the two [[city limit]]s meet. Here the road (old SR 5) was realigned to cross 575 at a more [[perpendicular]] angle when I-575 was constructed. This left two [[cul-de-sac|dead-end]] streets: Hiram Way in Holly Springs, and [[Travis Tritt|Travis Tritt Lane]] in Canton. Just north of here, I-575 crosses Univeter Road.<!--http://maps.google.com/maps?saddr=I-575+N&daddr=GA-5+N%2FI-575+N&hl=en&sll=34.381882,-84.393518&sspn=0.004383,0.007757&geocode=FZnKBgIdy7L1-g%3BFeKcDAId60H4-g&mra=ls&t=h&z=10-->
At the Canton and Holly Springs exit, the two [[city limits]] meet. Here, the road (old SR&nbsp;5) was realigned to cross I-575 at a more [[perpendicular]] angle when I-575 was constructed. This left two [[Dead end (street)|dead-end]] streets: Hiram Way in Holly Springs and Travis Tritt Lane in Canton. Just north of here, I-575 crosses Univeter Road.<!--http://maps.google.com/maps?saddr=I-575+N&daddr=GA-5+N%2FI-575+N&hl=en&sll=34.381882,-84.393518&sspn=0.004383,0.007757&geocode=FZnKBgIdy7L1-g%3BFeKcDAId60H4-g&mra=ls&t=h&z=10-->


The entire length of I-575 is part of the [[National Highway System (United States)|National Highway System]], a system of routes determined to be the most important for the nation's economy, mobility, and defense.<ref name="NHS Atlanta">{{cite map |url=https://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/georgia/atlanta_ga.pdf |title=National Highway System: Atlanta, GA |publisher=Federal Highway Administration |date=May 9, 2019 |access-date=August 10, 2019 }}</ref>
The entire length of I-575 is part of the [[National Highway System (United States)|National Highway System]], a system of routes determined to be the most important for the nation's economy, mobility, and defense.<ref name="NHS Atlanta">{{cite map |url=https://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/georgia/atlanta_ga.pdf |title=National Highway System: Atlanta, GA |publisher=Federal Highway Administration |date=May 9, 2019 |access-date=August 10, 2019 }}</ref>


==History==
==History==
Like [[Interstate 985|I-985]],{{cn}} I-575 was mostly constructed as a suburban spur highway, intended to serve an undeveloped area for future settlement, rather than as one to relieve [[traffic]], or to link I-75 to an existing city or large town. (On the other hand, I-985 was built as a link between I-85 and the preexisting city of Gainesville, Georgia.) It has since accelerated [[land development]] and [[population growth]] in the area far beyond what GDOT predicted, essentially [[induced demand|causing its own traffic]]. (After just 20 years, it carried as many cars per day as it was expected to in 40 years.)
I-575 was mostly constructed as a suburban spur highway, intended to serve an undeveloped area for future settlement, rather than as one to relieve traffic or to link I-75 to an existing city or large town (On the other hand, [[Interstate 985|I-985]] was built as a link between [[Interstate 85 in Georgia|I-85]] and the preexisting city of [[Gainesville, Georgia|Gainesville]].) It has since accelerated land development and population growth in the area far beyond what the [[Georgia Department of Transportation]] (GDOT) predicted, essentially [[induced demand|causing its own traffic]]. (After just 20&nbsp;years, it carried as many cars per day as it was expected to in 40&nbsp;years.)


The first stage of I-575 was constructed in 1979 from I-75 to [[Georgia State Route 92|SR 92]] near [[Woodstock, Georgia|Woodstock]] and was opened to traffic on October 16, 1980. The next section to Georgia 20 began construction in 1981, and was opened on March 29, 1985 as far north as exit 11 (now mile 20). The section between the original exit 8 (now 16A) and exit 10 (now 19) was originally part of the [[Canton, Georgia|Canton]] [[Bypass route|Bypass]] (SR 20), which was constructed in 1978. The final portion of I-575 to past Howell Bridge Road and [[Georgia State Route 372|SR 372]] opened later, and that extended the highway to its present length of 31 miles (50&nbsp;km), although the northernmost one mile (1.6&nbsp;km) given in this length was not constructed up to Interstate Highway standards, since it extends past a surface ("at-grade") intersection. This final portion north of Canton was constructed of [[concrete]] rather than [[asphalt]], and narrow black lines run on either side of the white [[lane]] [[road surface marking|markings]].
The first stage of I-575 was constructed in 1979 from I-75 to [[Georgia State Route 92|SR&nbsp;92]] near [[Woodstock, Georgia|Woodstock]] and was opened to traffic on October 16, 1980. The next section to [[Georgia State Route 20|SR&nbsp;20]] began construction in 1981 and was opened on March 29, 1985, as far north as exit&nbsp;11 (now mile&nbsp;20). The section between the original exit&nbsp;8 (now exit&nbsp;16A) and exit&nbsp;10 (now exit&nbsp;19) was originally part of the Canton Bypass (SR&nbsp;20), which was constructed in 1978. The final portion of I-575 to past Howell Bridge Road and [[Georgia State Route 372|SR&nbsp;372]] opened later, and that extended the highway to its present length of {{Convert|31|mi|km}}, although the northernmost mile ({{Convert|1|mi|km|disp=output only}}) given in this length was not constructed up to [[Interstate Highway standards]] since it extends past a surface (at-grade) intersection. This final portion north of Canton was constructed of [[concrete]] rather than [[Asphalt concrete|asphalt]], and narrow black lines run on either side of the white lane markings.


In 2000, Georgia switched over from a sequential exit numbering system to a mileage-based exit numbering system.<ref>{{cite web|url=http://www.dot.ga.gov/DriveSmart/Travel/Pages/ExitNumbers.aspx|title=Interstate Exit Numbers|publisher=Georgia Department of Transportation|access-date=July 13, 2016}}</ref>
In 2000, Georgia switched over from a sequential exit numbering system to a mileage-based exit numbering system.<ref>{{cite web|url=https://www.dot.ga.gov/GDOT/Pages/interstateexitnumbers.aspx|title=Interstate Exit Numbers|publisher=Georgia Department of Transportation|access-date=July 13, 2016}}</ref>


The road was last [[Road surface|repaved]] in summer 2009, with funds from the [[American Recovery and Reinvestment Act]].
The road was last repaved in mid-2009, with funds from the [[American Recovery and Reinvestment Act of 2009]].


===Auxiliary lanes===
===Auxiliary lanes===
In February 2006, GDOT let two bids to add auxiliary lanes in both directions on the [[road shoulder]], in between two pairs of short-spaced exits. The larger project was in Woodstock between Georgia 92 and [[Towne Lake]] Parkway, where nearly two million dollars were spent. This was in a mainly grassy area next to a [[recreational vehicle]] dealership on the east (northbound) side. On the opposite side, it required a [[noise barrier]] wall north of Dupree Road because of its proximity to existing homes. The other bid was for a much shorter distance of just a few yards or meters on the northeast side of Canton, between SR 20 ([[Cumming, Georgia|Cumming]] Highway) and SR 5 Business (Riverstone Parkway).
In February 2006, GDOT let two bids to add auxiliary lanes in both directions on the [[road shoulder]], in between two pairs of short-spaced exits. The larger project was in Woodstock between SR&nbsp;92 and Towne Lake Parkway, where nearly $2&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|2000000|2006}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) were spent. This was in a mainly grassy area next to a recreational vehicle dealership on the east (northbound) side. On the opposite side, it required a [[noise barrier]] wall north of Dupree Road because of its proximity to existing homes. The other bid was for a much shorter distance of just a few yards or meters on the northeast side of Canton, between SR&nbsp;20 (Cumming Highway) and [[Georgia State Route 5 Business (Canton)|SR&nbsp;5 Business]] (SR&nbsp;5 Bus, Riverstone Parkway).


===Relocation of State Route 5===
===Relocation of SR 5===
I-575 is now co-signed throughout its length with SR 5, which was completely removed from its former alignment in 1985–86 over a nearly {{convert|70|mi|km|adj=on}} stretch from Marietta all the way to north of [[Ellijay, Georgia|Ellijay]]—far beyond the I-575 terminal point. [[List of former state routes in Georgia (U.S. state)#Route 205|SR 205]] was also deleted when I-575 opened in Cherokee County in 1985, returning what is now the northernmost part of Bells Ferry Road to local responsibility. Part of its old route was briefly designated by a state project route number that appeared on maps as SR 754. This mostly consisted of a widening project planned on the route. The counties along the way did not want to fund it since the route had been state-maintained, and then returned to county maintenance in 1986. When [[Woodstock, Georgia]] rejected that widening project (as it would have destroyed its [[downtown]] area), SR 754 was truncated south of [[Georgia State Route 92|SR 92]], and it was fully turned back in 2001 when the entire project was completed. State route 754 was not signed; however, it still continues to appear on [[Google Maps]] and other [[Web mapping]] services {{As of|2009|lc=on}}.
I-575 is now cosigned throughout its length with SR&nbsp;5, which was completely removed from its former alignment in 1985–1986 over a nearly {{convert|70|mi|km|adj=on}} stretch from [[Marietta, Georgia|Marietta]] all the way to north of [[Ellijay, Georgia|Ellijay]]—far beyond the I-575 terminal point. [[Georgia State Route 205|SR&nbsp;205]] was also deleted when I-575 opened in Cherokee County in 1985, returning what is now the northernmost part of Bells Ferry Road to local responsibility. Part of its old route was briefly designated by a state project route number that appeared on maps as [[Georgia State Route 754|SR&nbsp;754]]. This mostly consisted of a widening project planned on the route. The counties along the way did not want to fund it since the route had been state-maintained and then returned to county maintenance in 1986. When [[Woodstock, Georgia|Woodstock]] rejected that widening project (as it would have destroyed its downtown area), SR&nbsp;754 was truncated south of [[Georgia State Route 92|SR&nbsp;92]], and it was fully turned back in 2001 when the entire project was completed. SR&nbsp;754 was not signed; however, it continued to appear on [[Google Maps]] and other [[Web mapping]] services until the mid-2010s. SR&nbsp;205 has yet to be removed from Google Maps {{As of|2022|lc=y}} and is still shown on the northern end of Bells Ferry Road.


Most of the former SR 5 did not get such treatment, and all of it was originally deleted except a portion in [[Canton, Georgia]] designated as SR 5 Business and another part that joined SR 372 to the new route using part of the old route. Another such SR 5 Business was added from old Georgia 5 in Ball Ground in 1989, completing a [[business loop]] through Ball Ground that is still largely covered by Georgia 372. Georgia SR&nbsp;5 continues northward co-signed with SR 515, [[Appalachian Development Highway System#Corridor A|Corridor A]] of the Appalachian Development Highway System. Along this route, SR 5 and SR 5 Alternate have been abandoned by the state and left to the counties and cities to maintain. The [[Georgia Northeastern Railroad]] still follows much of the old route.
Most of the former SR&nbsp;5 did not get such treatment, and all of it was originally deleted except a portion in [[Canton, Georgia|Canton]] designated as SR&nbsp;5 Bus and another part that joined SR&nbsp;372 to the new route using part of the old route. Another such [[Georgia State Route 5 Business (Ball Ground)|SR&nbsp;5 Bus]] was added from old SR&nbsp;5 in Ball Ground in 1989, completing a [[business loop]] through Ball Ground that is still largely covered by SR&nbsp;372. Georgia SR&nbsp;5 continues northward cosigned with SR&nbsp;515, [[Appalachian Development Highway System#Corridor A|Corridor A]] of the [[Appalachian Development Highway System]]. Along this route, SR&nbsp;5 and [[Georgia State Route 5 Alternate (Cherokee-Pickens County)|SR&nbsp;5 Alternate]] (SR&nbsp;5 Alt) have been abandoned by the state and left to the counties and cities to maintain. The [[Georgia Northeastern Railroad]] still follows much of the old route.


===SR 20 exit===
===SR 20 exit===
The I-575 and SR 20 interchange was originally a half-trumpet/half diamond interchange. Since SR 20 has always been a heavily traveled east-west highway, traffic buildup was a common occurrence. When Sembler Properties initiated plans to construct Canton Marketplace in conjunction with a much larger mixed-use plan (Canton Place), developers sought to re-design the interchange for a more effective design. In 2009, work on the new interchange was completed and has a full diamond interchange with one trumpet to I-575 South from SR 20 West and to Main Street from I-575 North. This is effective because it eliminates the use of traffic signals for two left-turning lanes thereby reducing traffic buildup on the two-lane road in front of Canton Place.
The I-575 and SR&nbsp;20 interchange was originally a half [[Trumpet interchange|trumpet]]/[[Diamond interchange|diamond]] interchange. Since SR&nbsp;20 has always been a heavily traveled east–west highway, traffic buildup was a common occurrence. When Sembler Properties initiated plans to construct Canton Marketplace in conjunction with a much larger mixed-use plan (Canton Place), developers sought to redesign the interchange for a more effective design. In 2009, work on the new interchange was completed and has a full diamond interchange with one trumpet to I-575 south from SR&nbsp;20 west and to Main Street from I-575 north. This is effective because it eliminates the use of traffic signals for two left-turning lanes thereby reducing traffic buildup on the two-lane road in front of Canton Place.


==Future==
==Future==


===Widening===
===Widening===
The southern part of I-575 was slated to be widened to a total of six through lanes in the next few years, as part of the [[Northwest Corridor HOV/BRT]] plan from the [[Georgia Regional Transportation Authority]] (GRTA). The extra lane in each direction would extend up to Sixes Road, and was planned to be an [[High-occupancy vehicle lane|HOV]]/[[High occupancy/toll and express toll lanes|HOT lane]], with special exits at smaller roads that currently do not have any direct access. GRTA proposes [[bus rapid transit]] along the route.
The southern part of I-575 was slated to be widened to a total of six through lanes in the next few years, as part of the [[Northwest Corridor Express Lanes]] plan from the [[Georgia Regional Transportation Authority]] (GRTA). The extra lane in each direction would extend up to Sixes Road and was planned to be an [[High-occupancy vehicle lane|HOV]]/[[High-occupancy toll lane|HOT]] lane, with special exits at smaller roads that currently do not have any direct access. The GRTA proposes [[bus rapid transit]] along the route.


There would also be separate new HOV ramps built to southbound and from northbound I-75. That highway was proposed to have eight lanes added to it, with one pair going straight to I-575. All widening on I-575 would be done in the median.
There would also be separate new HOV ramps built to southbound and from northbound I-75. That highway was proposed to have eight lanes added to it, with one pair going straight to I-575. All widening on I-575 would be done in the median.
Line 74: Line 75:
In 2009, the plan was scaled-back to include two [[reversible lane]]s on I-75, with one extending up I-575.
In 2009, the plan was scaled-back to include two [[reversible lane]]s on I-75, with one extending up I-575.


===Ridgewalk Parkway / Rope Mill Road===
===Ridgewalk Parkway/Rope Mill Road===
A new exit (designated exit "9") was approved in October 2005 by GDOT at Ridgewalk Parkway (formerly Rope Mill Road), between Towne Lake Parkway and Sixes Road. Projected to cost $22 million, the new exit will consist of a full [[diamond interchange]] and a widened overpass, to benefit the Ridgewalk commercial [[land development|development]] on private land adjacent to the new exit.<ref>{{Cite news| last = Dixon| first = Crystal| title = Banner Year | newspaper = Cherokee Tribune | date = January 1, 2010| url = http://cherokeetribune.com/pages/full_story/push?article-Banner+year%20&id=5407248| access-date = January 3, 2010}}</ref> In addition, the project is part of a greater plan to create a northern bypass of Woodstock, connecting north of downtown to Arnold Mill Road, in theory helping to relieve some of the congestion in the traffic-prone downtown area. The current east/west connection through downtown is restricted to two lanes, since recent development was allowed that blocked one-way Mill Street from being extended eastward (which would have allowed Arnold Mill Road / Towne Lake Parkway to carry only westbound traffic through downtown).
A new exit (designated exit&nbsp;9) was approved in October 2005 by GDOT at Ridgewalk Parkway (formerly Rope Mill Road), between Towne Lake Parkway and Sixes Road. Projected to cost $22&nbsp;million, the new exit will consist of a full [[diamond interchange]] and a widened overpass, to benefit the Ridgewalk commercial development on private land adjacent to the new exit.<ref>{{Cite news| last = Dixon| first = Crystal| title = Banner Year | newspaper = Cherokee Tribune | date = January 1, 2010| url = http://cherokeetribune.com/pages/full_story/push?article-Banner+year%20&id=5407248| access-date = January 3, 2010}}</ref> In addition, the project is part of a greater plan to create a northern bypass of Woodstock, connecting north of downtown to Arnold Mill Road, in theory helping to relieve some of the congestion in the traffic-prone downtown area. The current east–west connection through downtown is restricted to two lanes since recent development was allowed that blocked [[One-way traffic|one-way]] Mill Street from being extended eastward (which would have allowed Arnold Mill Road/Towne Lake Parkway to carry only westbound traffic through downtown).


During construction of this section of I-575 in the early 1980s, the current overpass was constructed to provide access to private property and the now-defunct Little River Wildlife Management Area, which was later abandoned by the state. The bridge was also a connection to a severed alignment of "new" Rope Mill Road west of I-575, which originally ran on a north/south alignment from Woodstock to [[Lebanon, Georgia|Lebanon]] (locally known as Toonigh) before the bridge over the Little River was removed in the early 1990s. The southernmost part of that alignment of Rope Mill Road was realigned eastward through [[forest]] land so as to meet Ridgewalk Parkway across from the northern end of Woodstock Parkway. This was done to accommodate the new northbound entrance ramp, and opened in early October 2011.
During construction of this section of I-575 in the early 1980s, the current overpass was constructed to provide access to private property and the now-defunct Little River Wildlife Management Area, which was later abandoned by the state. The bridge was also a connection to a severed alignment of new Rope Mill Road west of I-575, which originally ran on a north–south alignment from Woodstock to [[Lebanon, Georgia|Lebanon]] before the bridge over the Little River was removed in the early 1990s. The southernmost part of that alignment of Rope Mill Road was realigned eastward through forest land so as to meet Ridgewalk Parkway across from the northern end of Woodstock Parkway. This was done to accommodate the new northbound entrance ramp and opened in early October 2011.


[[Federal Highway Administration]] (FHWA) officials had earlier rejected the plan due to its proximity to two other exits. FHWA later approved the new exit after forcing GDOT to add auxiliary lanes all the way to and from the next exit in both directions, including the cost of widening the Little River bridges, and the removal of hillsides, as well as metal walls designed to block [[noise pollution|noise]] rather than for [[visual pollution|their looks]]. There had also been a plan to put only a half-diamond exit on the north side of the road, using Woodstock Parkway on the east side and a new [[access road]] on the west side to connect it to Towne Lake, which would then have its ramps on the north side removed. Woodstock Parkway would have become northbound-only, with the new road being southbound only. This was objected to by residents who would have been adjacent to the new road.<ref>http://townelakerelo.com/category/traffic/ {{webarchive |url=https://web.archive.org/web/20051219200150/http://townelakerelo.com/category/traffic/ |date=December 19, 2005 }}</ref>
The [[Federal Highway Administration]] (FHWA) officials had earlier rejected the plan due to its proximity to two other exits. The FHWA later approved the new exit after forcing GDOT to add auxiliary lanes all the way to and from the next exit in both directions, including the cost of widening the Little River bridges and the removal of hillsides, as well as metal walls designed to block noise rather than for their looks. There had also been a plan to put only a half diamond exit on the north side of the road, using Woodstock Parkway on the east side and a new [[access road]] on the west side to connect it to Towne Lake, which would then have its ramps on the north side removed. Woodstock Parkway would have become northbound-only, with the new road being southbound only. This was objected to by residents who would have been adjacent to the new road.<ref>{{Cite web |title=Archive for the 'Traffic' Category |url=http://townelakerelo.com/category/traffic/ |url-status=dead |archive-url=https://web.archive.org/web/20051219200150/http://townelakerelo.com/category/traffic/ |archive-date=December 19, 2005 |access-date=May 8, 2022 |website=townelakerelo.com}}</ref>


===Sixes Road widening===
===Sixes Road widening===
Sixes Road was widened from a two-lane road to a four-lane divided highway west of I-575 to Bells Ferry Road, where it continues into the BridgeMill development. The short section east of I-575, to where it ends at old SR 5, has also been widened to four lanes. In 2013, the bridge crossing over I-575 was widened to bring it to four lanes. I-575's ramps were also expanded as well. In addition, a larger shoulder was constructed going north from the new Rope Mill exit.
Sixes Road was widened from a two-lane road to a four-lane divided highway west of I-575 to Bells Ferry Road, where it continues into the BridgeMill development. The short section east of I-575, to where it ends at old SR&nbsp;5, has also been widened to four lanes. In 2013, the bridge crossing over I-575 was widened to bring it to four lanes. I-575's ramps were also expanded as well. In addition, a larger shoulder was constructed going north from the new Rope Mill exit.


==Exit list==
==Exit list==

Latest revision as of 02:04, 13 January 2023

Interstate 575 marker
Interstate 575
Phillip M. Landrum Memorial Highway
Map
I-575 highlighted in red
Route information
Auxiliary route of I-75
Maintained by GDOT
Length30.97 mi[1] (49.84 km)
ExistedOctober 16, 1980[2]–present
NHSEntire route
Major junctions
South end I-75 / SR 5 in Kennesaw
Major intersections
North end SR 5 / SR 372 / SR 515 near Nelson and Ball Ground
Location
CountryUnited States
StateGeorgia
CountiesCobb, Cherokee, Pickens
Highway system
  • Georgia State Highway System
← SR 565→ I-675
← SR 415→ SR 419

Interstate 575 (I-575) is an auxiliary Interstate Highway in the United States, which branches off I-75 in Kennesaw and connects the Atlanta metropolitan area with the North Georgia mountains, extending 30.97 miles (49.84 km). I-575 is also the unsigned State Route 417 (SR 417) and is cosigned as SR 5. I-575 begins in northern Cobb County near Kennesaw and goes mostly through Cherokee County, ending at its northern border with Pickens County, where it continues as SR 515. It is also the Phillip M. Landrum Memorial Highway in honor of Phillip M. Landrum (1907–1990), who was a Representative from Georgia. It is entirely concurrent with Georgia State Route 5.

Route description

[edit]
I-575 in Woodstock

For almost all of its length, I-575 has two lanes in each direction, with a road median of grass, along with crape myrtle (a locally-common landscaping tree) or wildflowers, both of which are summer-flowering. Each direction has one truck lane for climbing uphill (miles 12 to 13 northbound, miles 10 to 9 southbound), two extended acceleration lanes (north from Towne Lake Parkway and south from Marietta Highway), and two auxiliary lanes (connecting Bells Ferry and Chastain Roads).

The city of Holly Springs recently annexed land to Sixes Road. Other cities that have annexed I-575 include Canton and Ball Ground.

I-575 crosses the Little River between Woodstock and Holly Springs and has four bridges over the Etowah River in northeastern Canton as it flows under the southern half of the Riverstone Parkway (former SR 5) exit. It also crosses Noonday Creek between Barrett Parkway and Chastain Road at the northeast corner of Town Center at Cobb regional mall. That stream roughly follows the freeway northward on the east side of the road, passing alongside the northbound ramp to SR 92 and then crossing back under to the northwest just before Towne Lake Parkway.

At the Canton and Holly Springs exit, the two city limits meet. Here, the road (old SR 5) was realigned to cross I-575 at a more perpendicular angle when I-575 was constructed. This left two dead-end streets: Hiram Way in Holly Springs and Travis Tritt Lane in Canton. Just north of here, I-575 crosses Univeter Road.

The entire length of I-575 is part of the National Highway System, a system of routes determined to be the most important for the nation's economy, mobility, and defense.[3]

History

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I-575 was mostly constructed as a suburban spur highway, intended to serve an undeveloped area for future settlement, rather than as one to relieve traffic or to link I-75 to an existing city or large town (On the other hand, I-985 was built as a link between I-85 and the preexisting city of Gainesville.) It has since accelerated land development and population growth in the area far beyond what the Georgia Department of Transportation (GDOT) predicted, essentially causing its own traffic. (After just 20 years, it carried as many cars per day as it was expected to in 40 years.)

The first stage of I-575 was constructed in 1979 from I-75 to SR 92 near Woodstock and was opened to traffic on October 16, 1980. The next section to SR 20 began construction in 1981 and was opened on March 29, 1985, as far north as exit 11 (now mile 20). The section between the original exit 8 (now exit 16A) and exit 10 (now exit 19) was originally part of the Canton Bypass (SR 20), which was constructed in 1978. The final portion of I-575 to past Howell Bridge Road and SR 372 opened later, and that extended the highway to its present length of 31 miles (50 km), although the northernmost mile (1.6 km) given in this length was not constructed up to Interstate Highway standards since it extends past a surface (at-grade) intersection. This final portion north of Canton was constructed of concrete rather than asphalt, and narrow black lines run on either side of the white lane markings.

In 2000, Georgia switched over from a sequential exit numbering system to a mileage-based exit numbering system.[4]

The road was last repaved in mid-2009, with funds from the American Recovery and Reinvestment Act of 2009.

Auxiliary lanes

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In February 2006, GDOT let two bids to add auxiliary lanes in both directions on the road shoulder, in between two pairs of short-spaced exits. The larger project was in Woodstock between SR 92 and Towne Lake Parkway, where nearly $2 million (equivalent to $2.91 million in 2023[5]) were spent. This was in a mainly grassy area next to a recreational vehicle dealership on the east (northbound) side. On the opposite side, it required a noise barrier wall north of Dupree Road because of its proximity to existing homes. The other bid was for a much shorter distance of just a few yards or meters on the northeast side of Canton, between SR 20 (Cumming Highway) and SR 5 Business (SR 5 Bus, Riverstone Parkway).

Relocation of SR 5

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I-575 is now cosigned throughout its length with SR 5, which was completely removed from its former alignment in 1985–1986 over a nearly 70-mile (110 km) stretch from Marietta all the way to north of Ellijay—far beyond the I-575 terminal point. SR 205 was also deleted when I-575 opened in Cherokee County in 1985, returning what is now the northernmost part of Bells Ferry Road to local responsibility. Part of its old route was briefly designated by a state project route number that appeared on maps as SR 754. This mostly consisted of a widening project planned on the route. The counties along the way did not want to fund it since the route had been state-maintained and then returned to county maintenance in 1986. When Woodstock rejected that widening project (as it would have destroyed its downtown area), SR 754 was truncated south of SR 92, and it was fully turned back in 2001 when the entire project was completed. SR 754 was not signed; however, it continued to appear on Google Maps and other Web mapping services until the mid-2010s. SR 205 has yet to be removed from Google Maps as of 2022 and is still shown on the northern end of Bells Ferry Road.

Most of the former SR 5 did not get such treatment, and all of it was originally deleted except a portion in Canton designated as SR 5 Bus and another part that joined SR 372 to the new route using part of the old route. Another such SR 5 Bus was added from old SR 5 in Ball Ground in 1989, completing a business loop through Ball Ground that is still largely covered by SR 372. Georgia SR 5 continues northward cosigned with SR 515, Corridor A of the Appalachian Development Highway System. Along this route, SR 5 and SR 5 Alternate (SR 5 Alt) have been abandoned by the state and left to the counties and cities to maintain. The Georgia Northeastern Railroad still follows much of the old route.

SR 20 exit

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The I-575 and SR 20 interchange was originally a half trumpet/diamond interchange. Since SR 20 has always been a heavily traveled east–west highway, traffic buildup was a common occurrence. When Sembler Properties initiated plans to construct Canton Marketplace in conjunction with a much larger mixed-use plan (Canton Place), developers sought to redesign the interchange for a more effective design. In 2009, work on the new interchange was completed and has a full diamond interchange with one trumpet to I-575 south from SR 20 west and to Main Street from I-575 north. This is effective because it eliminates the use of traffic signals for two left-turning lanes thereby reducing traffic buildup on the two-lane road in front of Canton Place.

Future

[edit]

Widening

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The southern part of I-575 was slated to be widened to a total of six through lanes in the next few years, as part of the Northwest Corridor Express Lanes plan from the Georgia Regional Transportation Authority (GRTA). The extra lane in each direction would extend up to Sixes Road and was planned to be an HOV/HOT lane, with special exits at smaller roads that currently do not have any direct access. The GRTA proposes bus rapid transit along the route.

There would also be separate new HOV ramps built to southbound and from northbound I-75. That highway was proposed to have eight lanes added to it, with one pair going straight to I-575. All widening on I-575 would be done in the median.

In 2009, the plan was scaled-back to include two reversible lanes on I-75, with one extending up I-575.

Ridgewalk Parkway/Rope Mill Road

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A new exit (designated exit 9) was approved in October 2005 by GDOT at Ridgewalk Parkway (formerly Rope Mill Road), between Towne Lake Parkway and Sixes Road. Projected to cost $22 million, the new exit will consist of a full diamond interchange and a widened overpass, to benefit the Ridgewalk commercial development on private land adjacent to the new exit.[6] In addition, the project is part of a greater plan to create a northern bypass of Woodstock, connecting north of downtown to Arnold Mill Road, in theory helping to relieve some of the congestion in the traffic-prone downtown area. The current east–west connection through downtown is restricted to two lanes since recent development was allowed that blocked one-way Mill Street from being extended eastward (which would have allowed Arnold Mill Road/Towne Lake Parkway to carry only westbound traffic through downtown).

During construction of this section of I-575 in the early 1980s, the current overpass was constructed to provide access to private property and the now-defunct Little River Wildlife Management Area, which was later abandoned by the state. The bridge was also a connection to a severed alignment of new Rope Mill Road west of I-575, which originally ran on a north–south alignment from Woodstock to Lebanon before the bridge over the Little River was removed in the early 1990s. The southernmost part of that alignment of Rope Mill Road was realigned eastward through forest land so as to meet Ridgewalk Parkway across from the northern end of Woodstock Parkway. This was done to accommodate the new northbound entrance ramp and opened in early October 2011.

The Federal Highway Administration (FHWA) officials had earlier rejected the plan due to its proximity to two other exits. The FHWA later approved the new exit after forcing GDOT to add auxiliary lanes all the way to and from the next exit in both directions, including the cost of widening the Little River bridges and the removal of hillsides, as well as metal walls designed to block noise rather than for their looks. There had also been a plan to put only a half diamond exit on the north side of the road, using Woodstock Parkway on the east side and a new access road on the west side to connect it to Towne Lake, which would then have its ramps on the north side removed. Woodstock Parkway would have become northbound-only, with the new road being southbound only. This was objected to by residents who would have been adjacent to the new road.[7]

Sixes Road widening

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Sixes Road was widened from a two-lane road to a four-lane divided highway west of I-575 to Bells Ferry Road, where it continues into the BridgeMill development. The short section east of I-575, to where it ends at old SR 5, has also been widened to four lanes. In 2013, the bridge crossing over I-575 was widened to bring it to four lanes. I-575's ramps were also expanded as well. In addition, a larger shoulder was constructed going north from the new Rope Mill exit.

Exit list

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CountyLocationmikmOld exitNew exitDestinationsNotes
Cobb​0.000.00

 I-75 south (SR 401) / SR 5 south – Marietta, Atlanta		Southern terminus; southbound exit and northbound entrance; I-75 exit 268, previously exit 115; southern end of SR 5 concurrency
​1.021.6411



 SR 5 Conn. (Barrett Parkway) to I-75 north / US 41 / SR 3 (Cobb Parkway) – Marietta, Kennesaw
​2.674.3023Chastain RoadAccess from I-575 south to I-75 north, I-75 south to I-575 north
​3.866.2134 SR 205 (Bells Ferry Road) – Marietta, Kennesaw
CherokeeWoodstock6.7010.7847 SR 92 (Alabama Road) – Woodstock, Roswell, Acworth
7.9212.7558Towne Lake Parkway – Woodstock
9.5715.409Ridgewalk ParkwayOpened in late 2012
Holly Springs11.2218.06611Sixes Road – Holly Springs
Holly Springs–Canton line14.3723.13714Old SR 5 (Canton Road) – Holly SpringsRoad is named "Marietta Highway" north of the interchange and is generally referred to still as "Highway 5", which appears on most street name signs.
Canton16.7326.92816A


 SR 5 Bus. north / SR 20 west / SR 140 west – Canton		Southern end of SR 20 and SR 140 concurrencies; exit 16A is only present going southbound on I-575. Going northbound on I-575, exit 16A and 16B is merged into a singular exit 16. Exit is southernmost extent of the old Canton By-Pass, which opened prior to the completion of I-575 as a new alignment of SR 20 and forms a short freeway stretch to Marietta Highway; former SR 5
17.1327.57916B
 SR 140 east (Hickory Flat Highway) – Canton		Northern end of SR 140 concurrency; exit 16B is only present going southbound on I-575. Going northbound on I-575, exit 16A and 16B is merged into a singular exit 16.
18.7530.181019
 SR 20 east (Cumming Highway (East), Main Street (West)) – Canton, Cumming		Northern end of SR 20 concurrency
19.8631.961120 SR 5 Bus. (Riverstone Parkway, Ball Ground Highway) – Canton, Ball Ground
​24.2038.951224 Airport Drive – Cherokee County Airport, Ball Ground
Ball Ground26.7443.031327 SR 5 Bus. (Howell Bridge Road) – Ball Ground
Pickens​30.47–
30.79		49.04–
49.55



 SR 5 north / SR 5 Bus. south / SR 372 south / SR 515 north		Northern terminus of I-575/SR 5 Bus./SR 372; southern terminus of SR 515; northern end of SR 5 concurrency; not an interchange, it’s an intersection; SR 5 Bus. and SR 372 northbound has no access to I-575 and SR 5 southbound
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

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References

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  1. ^ "Route Log and Finder List - Interstate System: Table 2". FHWA. Retrieved October 8, 2007.
  2. ^ Georgia Department of Transportation (1980). Official Highway and Transportation Map (PDF) (Map) (1980–1981 ed.). Scale not given. Atlanta: Georgia Department of Transportation. Retrieved July 13, 2016.
  3. ^ National Highway System: Atlanta, GA (PDF) (Map). Federal Highway Administration. May 9, 2019. Retrieved August 10, 2019.
  4. ^ "Interstate Exit Numbers". Georgia Department of Transportation. Retrieved July 13, 2016.
  5. ^ Johnston, Louis; Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
  6. ^ Dixon, Crystal (January 1, 2010). "Banner Year". Cherokee Tribune. Retrieved January 3, 2010.
  7. ^ "Archive for the 'Traffic' Category". townelakerelo.com. Archived from the original on December 19, 2005. Retrieved May 8, 2022.
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