When did construction on Georgia State Route 5 begin?
Georgia State Route 5
Between August 1950 and the beginning of 1952, the entire Powder Springs–Marietta segment had a completed hard surface. A portion north-northeast of McWhorter had a sand clay or top soil surface. In 1953, the northern two-thirds of the McWhorter–Douglasville segment was hard surfaced. A portion east of Roopville had a sand clay or top soil surface. Three segments had completed grading, but was not surfaced: from the Alabama state line to Roopville, the Carroll County portion of the Whitesburg–McWhorter segment, and a portion north-northeast of McWhorter. Between June 1955 and July 1957, a portion east of Roopville had completed grading, but was not surfaced. Between July 1957 and June 1960, three segments were paved: the central portion of the Bucktown–Roopville segment, the western half of the Roopville–Whitesburg segment, and from southwest of Whitesburg to north-northeast of McWhorter. By June 1963, the segment from west-northwest of Tyus to Roopville was paved. By the end of 1965, the segment from the Alabama to east-southeast of Lowell was hard surfaced. The segment from east-southeast of Lowell to south-southwest of Whitesburg had a "topsoil or gravel" surface. At this time, SR 5 Byp. was built and hard surfaced from US 76/SR 5 southwest of Blue Ridge to SR 5 north of the city. In 1966, SR 5 was hard surfaced from Alabama to Douglasville. In 1973, SR 705 was proposed from SR 3 (Church Street) in Marietta to SR 5 south of Blackwell, with an interchange with I-75. In 1977, I-575/SR 713 was proposed from I-75 north of Marietta to just south of the Cherokee–Pickens county line. It was completed from SR 140 south of Canton to SR 20 east of the city. The next year, the entire Cobb County portion (except for the southern end) of I-575/SR 713 was under construction. SR 5 through Blue Ridge was shifted westward, replacing the entire length of SR 5 Byp. Its former path through the city was redesignated as SR 5 Bus. By the end of the decade, SR 733 was proposed between two intersections with US 76/SR 5 northeast of Ellijay. At this time, SR 734 was proposed from US 76/SR 5 south-southwest of Cherry Log, across US 76/SR 5 north-northeast of Cherry Log, and then to another intersection with US 76/SR 5 in Lucius.
Georgia State Route 2
SR 2 was established at least as early as 1919. Then, it started at an intersection with SR 1 in LaFayette. It traveled east-northeast to Dalton. It then followed its current path to nearby Chatsworth. It then took a more southerly route to Ellijay. It also followed its current path to Clayton. It is unclear as to whether it traversed the Clayton–South Carolina path at this time. By the end of 1921, the LaFayette–Dalton and Chatsworth–Ellijay segments were removed from the state highway. Traffic had to travel south-southeast to Fairmount. There, it traveled to the east-northeast, concurrent with SR 53 to a point northwest of Talking Rock. At that point, SR 53 ended and SR 2 began a concurrency with SR 5 north-northeast through Ellijay to Blue Ridge. Also, it was proposed to be extended northeast from Clayton to Pine Mountain. In 1926, the eastern part of the Dalton–Chatsworth segment and nearly the entire Hiawassee–Clayton segment had a "sand clay or top soil" surface. The rest of this segment had a "completed semi hard surface". Almost the entire western half of the Blue Ridge–Blairsville segment had a "completed hard surface", with the center of this segment having a completed semi hard surface. Nearly the entire Blairsville–Young Harris segment was under construction. In 1929, a different path between LaFayette and Dalton was re-added to the highway. It followed the current path of SR 136 and SR 201 east-southeast from LaFayette to Villanow and north-northeast to Dalton. About two-thirds of the LaFayette–Villanow segment had a completed semi hard surface. Also, The Clayton–Pine Mountain segment was cancelled.
List of former state routes in Georgia (U.S. state)
In 1940, nearly the entire segment of SR 3E in Marietta had a completed hard surface. It was under construction from northwest of the Fulton–Cobb county line to the eastern part of Marietta. By the end of the next year, the entire length of SR 3E had a completed hard surface. By February 1948, SR 3E was moved off of Hemphill Avenue. It, along with US 41 Temp., followed US 19 on Spring Street, then traveled west on 14th Street and resumed the Northside Drive path. By April 1949, US 41 Temp./SR 3E's southbound lanes traveled on Hemphill Avenue. By the middle of 1950, US 41 Temp./SR 3E was shifted off of US 19 on Spring Street and 14th Street, and traveled on Hemphill Avenue again. In 1952, US 41 Temp. was redesignated as part of the US 41 mainline. In 1985, SR 3E was decommissioned.
State Route 3S (SR 3S) was a state highway that existed in the city limits of Marietta in Cobb County, Georgia. By the end of 1965, it was designated from SR 3 to SR 5. Between 1974 and March 1980, SR 3S was redesignated as SR 3 Spur.
Georgia State Route 225
SR 225 was established in 1943 along an alignment from Calhoun to Spring Place. In 1953, this section was paved. At the same time, the roadway that would eventually be SR 225 from Spring Place to the Tennessee state line was constructed. By 1960, SR 225 was extended, and paved, along this northern section.
Georgia State Route 5
State Route 5 Spur (SR 5 Spur) was a short spur route of SR 5 that existed in the eastern part of Ellijay in the central part of Gilmer County. Between 1953 and 1960, it was established from SR 52 to US 76/SR 5. Between 1977 and 1980, it was decommissioned.
List of former state routes in Georgia (U.S. state)
State Route 340 (SR 340) was a state highway that existed in the Atlanta metropolitan area. It traversed the northeastern part of Douglas County and the south-central part of Cobb County. The roadway that would eventually become SR 340 was established in 1952 as an unnumbered road from US 78/SR 8 in Austell to SR 3 in Fair Oaks. Between June 1960 and June 1963, this road was designated as SR 340. The entire length of the highway was paved. In 1983, SR 5 was re-routed on a more southerly track, replacing all of SR 340.
State Route 342 (SR 342) was a state highway that existed in the north-central part of the state. It was completely within Dawson County. Between June 1960 and June 1963, it was established from SR 183 southeast of Juno to SR 52 southeast of Amicalola, on the southern edge of the Chattahoochee-Oconee National Forest. The entire highway was paved. In 1982, it was decommissioned.
Alabama State Route 5
State Route 5 (SR 5) is a north–south state highway in the western part of the U.S. state of Alabama. While it once extended – prior to the renumbering of the highways of Alabama in 1957 – from Mobile north to the Tennessee state line, and was one of the major routes between Mobile and Birmingham, it has since been shortened to about half of its former length, and superseded by newer highways such as Interstate 65 (I-65) and SR 157.
Georgia State Route 85
In 1930, SR 85 was established from Columbus to SR 41 in Warm Springs, with the Muscogee County portion and a small portion just slightly north of the Muscogee–Harris county line having a completed hard surface. By the middle of 1933, the portion of the highway from about Ellerslie to Warm Springs had a "sand clay or top soil" surface. The next year, the segment of the highway just south-southwest of Warm Springs was shifted westward to a curve into the city. In 1935, SR 85 was extended southeast on SR 41 to Manchester and then north-northeast through Woodbury and Senoia and into Fayetteville. At the end of 1936, two segments were under construction: around Shiloh and just west-southwest of Warm Springs. A few months later, SR 85 was extended north-northeast to US 19/US 41/SR 3 in Hapeville. By the middle of the year, a portion from approximately halfway between Waverly Hall and Shiloh to Warm Springs was under construction. Near the end of the year, the entire highway from Columbus to just south-southwest of Waverly Hall had a completed hard surface. A portion north-northeast of Waverly Hall was under construction, while the rest of the Waverly Hall–Warm Springs segment had completed grading, but was not surfaced. In 1938, a portion about halfway between Woodbury and Gay was under construction. A portion south of the Meriwether–Coweta county line under construction, as well. The portion just north-northeast of Riverdale was under construction, while the rest of the Riverdale–Hapeville segment had completed grading, but was not surfaced. By mid-1939, a small portion just south of Waverly Hall had a completed hard surface. Near the end of the year, a small portion just north-northeast of Senoia had a completed hard surface. The year ended with the segment from Waverly Hall to Warm Springs having a completed hard surface.
Virginia State Route 5
The first piece of SR 5 was added to the state highway system in 1923, running west from Charles City for 18.5 miles (29.8 km) towards Richmond, and was numbered State Route 41. Three more miles (5 km) were added in 1924, 6.39 miles (10.28 km) were added in 1925, and the remaining 3.5 miles (5.6 km), taking it to the Richmond city limits, were added in 1927.
U.S. Route 1 in Georgia
By August 1950, US 23 was placed on a concurrency from the Florida state line to a point north of Alma. Between September 1953 and June 1954, US 221 was placed on a concurrency from Louisville to Wrens. By June 1955, Gordon Highway was established around the southwest side of Augusta and proposed to the 5th Street/Gwinnett Street intersection. It began on US 78/SR 10/SR 12 (with US 278 newly designated on it) west-southwest of Augusta to US 25/SR 121 south of the city. No numbered highways were indicated to be designated on it, so US 1/SR 4 remained on its previous path. It had an interchange with US 25/SR 21. US 1/US 78/SR 4/SR 10/SR 12 split off of the US 78/US 278/SR 10/SR 12 concurrency just north-northeast of Gwinnett Street, where US 278 reached its eastern terminus. It traveled north-northeast to Calhoun Street, east-southeast to 5th Street, and resumed its 5th Street path, albeit on a more southern starting point. By the middle of 1957, Gordon Highway was completed around the southern and eastern sides of Augusta to 5th Street just north-northeast of Gwinnett Street in the city. US 1/US 25/US 78/US 278 was shifted onto the highway, with SR 4/SR 12 and possibly SR 10 remaining on Milledgeville Road, Twiggs Street, 7th Street, and Broad Street.
Georgia State Route 5
State Route 5 Business (SR 5 Bus.) is a business route of SR 5 that exists in the northeastern part of Cherokee County and the south-central part of Pickens County. Part of it is in the city limits of Ball Ground. It starts at an interchange with I-575/SR 5 in the southwestern part of Ball Ground. It travels east-southeast on Howell Bridge Road to the intersection with Ball Ground Highway and Canton Highway. Both of these roads are former portions of SR 5. There, it turns left onto Canton Highway and travels to the north-northeast. It passes Ball Ground Elementary School before beginning a concurrency with SR 372 (A.W. Roberts Drive). The two highways continue to the north-northeast and leave Ball Ground. They turn to the left, onto Appalachian Highway, and curve to the northwest. After slipping through the southwestern corner of Nelson, they reach their northern terminus, an intersection with SR 5/SR 515 at the northern terminus of I-575. The highway that eventually became SR 5 Bus. was established at least as early as 1919 as part of SR 5 from the southeastern part of Ball Ground to west of Nelson. By the end of 1926, the Pickens County portion of this segment had a "completed hard surface". The Cherokee County portion had a "completed semi hard surface". By the end of 1929, the entire aforementioned segment had a completed hard surface. Between the beginning of 1979 and March 1980, SR 713 Spur was proposed from SR 5 south of Nelson to the proposed path of SR 713 at the proposed northern terminus of I-575 south-southwest of Nelson. In 1981, the path of SR 5 in this area was shifted westward, replacing SR 713 Spur and the northern extension of SR 713. The former path of SR 5 was redesignated as SR 5 Alt. In 1986, SR 5's path from Canton to south of Nelson was shifted westward, onto I-575, replacing SR 713. Part of its former path was redesignated as a northern extension of SR 372. In 1990, SR 5 Bus. was established on its current path.
Georgia State Route 92
By the end of 1931, the southern half of this segment of SR 54 had a "sand clay or top soil" surface. In January 1932, SR 92 was established from US 78/SR 8 in Douglasville to SR 6 in Hiram. In December 1933, SR 92 was extended south-southeast to Fairburn with a ferry over the Chattahoochee River. The next year, SR 54's segment from Fayetteville to Fairburn was shifted southward. SR 92 was extended from Fairburn to Griffin, absorbing this segment. By the end of the year, the portion in Griffin had a completed hard surface. A portion northwest of Griffin, as well as the Fulton County portion of the Fairburn–Douglasville segment, was under construction. Early in 1935, the northern half of the Douglas County portion of the Fairburn–Douglasville segment was under construction. By the middle of the year, the southern half of this portion was also under construction. About a year later, a portion northwest of Griffin had a sand clay or top soil surface. A few months later, nearly the entire Douglas County portion of the Fairburn–Douglasville segment had completed grading, but was not surfaced. In 1938, a portion north of the Douglas–Paulding county line was under construction. By the middle of 1939, the northern half of the Fulton County portion of the Fairburn–Douglasville segment was under construction. Also, the southern part of the Douglas County portion of this segment had completed grading, but was not surfaced. Around the middle of the year, SR 92 was established from US 278/SR 6 in Dallas to US 41/SR 3 in Acworth. However, there is no indication if the highway was concurrent with SR 6 from Hiram to Dallas or if this was a completely separate segment. The crossing of the Chattahoochee River was indicated to have "no bridge or ferry". The northern half of the Fulton County portion of the Fairburn–Douglasville segment, as well as a portion from Douglasville to just south of Hiram, had completed grading, but was not surfaced. At the end of the year, a portion northeast of Dallas was under construction.
M-5 (Michigan highway)
After many years of inactivity, further work began along this same route, but the resulting highway was designated as a northern extension to M-5 rather than I-275 or M-275. The first section of this freeway extension was opened in October 1994. This extended the route from M-5's previous terminus at M-102 (8 Mile Road) over the latter highway's alignment west and north to 12 Mile Road. A plan enacted by then Governor John Engler in 1995 angered road officials when funding was diverted from county road commissions to help complete state highway projects like the M-5 Haggerty Connector project. In 1999, a second extension of M-5 was completed to 14 Mile Road, but only as an expressway. The final between 14 Mile Road and Pontiac Trail opened to traffic on November 1, 2002. In 2011, a roundabout was placed at the northern terminus of M-5. This last project also included a northern extension of roadway into the Eldorado Golf Course in Commerce Township to better serve the community. This extension does not carry the M-5 designation.
Georgia State Route 9
By 1967, SR 400 was proposed from central Atlanta to SR 9E's intersection with SR 53. Its path was planned to be just slightly to the east of both the route of US 19/SR 9 and SR 9E. Later that year, the I-285/SR 400 interchange was built, and SR 400 was under construction from I-285 to a point southeast of Roswell. The next year, SR 400 was under construction from southeast of Roswell to the Fulton–Forsyth county line.
Georgia State Route 9
By 1971, SR 400 was open from I-285 to SR 120 in Alpharetta. The next year, it was under construction from SR 120 to SR 20 near Cumming. By 1975, it was open from SR 120 to SR 20 near Cumming and under construction from SR 20 to SR 306 near Coal Mountain. About two years later, SR 400 was open from SR 20 to SR 306 near Coal Mountain. Approximately three years later, it was under construction from the SR 9E/SR 53 intersection southeast of Dawsonville to SR 60 near Dahlonega. By 1982, US 19 was moved off SR 9 between I-285 in Sandy Springs and Dahlonega. It was moved onto SR 400 from I-285 to SR 369 southeast of Coal Mountain. Also, US 19 was routed north-northeast from this point, to travel on the route of SR 9E, which had been decommissioned, to SR 60 near Dahlonega. It traveled on SR 60 to that city.
Saskatchewan Highway 5
Highway 5 was constructed through Englefeld in 1961. John Koenig was one of the first residents of Englefeld to own a car, a Ford touring car purchased in the 1920s.
Canadian Pacific Railway crossing lights were installed on Highway 5 at the east end of Humboldt. At the junction of Highway 20 and Highway 5, there were traffic lights installed in 1973. West Humboldt properties announced in the fall of 2008 that The Quill Centre will be opened in the fall of 2009 along Highway 5.
Interstate 5 in Washington
The freeway follows several historic railroads and wagon trails developed during American settlement of western Washington in the mid-to-late 19th century. The state legislature incorporated local roads into the Pacific Highway in 1913, connecting the state's southern and northern borders between Vancouver and Blaine. The Pacific Highway was built and paved over the next decade, and became the northernmost segment of the national U.S. Route 99 (US 99) in 1926. The federal government endorsed the creation of a national expressway system in the 1940s, including several bypasses on US 99 that were built by the state in the early 1950s. The state's planned toll superhighway in the Seattle area was shelved in favor of a federally-funded freeway under the new Interstate Highway System, under which I-5 was created in 1957. Construction of I-5 was completed in 1969, and several segments of the highway have been widened or improved in the decades since.
University of Georgia
In 2013, the university began construction on Terry College of Business Complex. A total of six buildings were to be completed in a three-phase construction project. The first phase completed in 2015 led to the opening of Correll Hall. Phase II was completed in September 2017, opening Amos Hall, Benson Hall and Moore-Rooker Hall. All of the buildings were named after major contributors to the business school. Construction then began on the third phase of the project to include two more yet unnamed buildings.
Georgia State Route 10
The land that Freedom Parkway uses around the Carter Center, as well as the land the Carter Center sits on, was originally slated to be used for the I-485 interchange with I-475 (now known as SR 400 further north and I-675 further south), had those roadways been completed through the city of Atlanta proper. Community opposition ended plans for roadway construction in the 1970s when Jimmy Carter was governor of Georgia, but only after hundreds of homes has already been taken by eminent domain and demolished.
Georgia State Route 85
In 1940, SR 163 was built from Warm Springs to Woodbury. From Manchester to approximately halfway between it and Woodbury, as well as the Gay–Oakland and Clayton County portions, SR 85 was under construction. From approximately halfway between Woodbury and Gay into Gay, SR 85 had completed grading, but was not surfaced. By the middle of 1941, SR 163's segment just northeast of Warm Springs was under construction. At the end of the year, a portion of SR 85 just east-northeast of Manchester, as well as a segment from the Fayette–Clayton county line to Riverdale, had a completed hard surface. At this time, a portion of the highway from south of Woodbury had completed grading, but was not surfaced. In 1942, a portion of SR 163 northeast of Warm Springs, as well as the Fayette County portion of the Fayetteville–Riverdale segment of SR 85, had completed grading, but was not surfaced. SR 85, from north-northeast of Starrs Mill to Fayetteville was under construction. The next year, a portion northeast of Manchester had a completed hard surface. In 1944, a portion south of Woodbury had a sand clay or top soil surface. Also, the Gay–Alvaton segment had completed grading, but was not surfaced. By the end of 1946, SR 85 was shifted eastward to a more direct path between Columbus and Manchester. Its old path between south of Shiloh and Warm Springs was redesignated as a southerly extension of SR 163. SR 85 Spur was built in Manchester from SR 41 to SR 85. The entire length of SR 85 from Columbus to Chalybeate Springs had a completed hard surface. A small portion north-northeast of Chalybeate Springs had a sand clay or top soil surface; the portion from there to Woodbury had a completed hard surface. Between 1946 and 1948, the Chalybeate Springs–Woodbury and Starrs Mill–Hapeville segments had a completed hard surface, while the Woodbury–Senoia segment had a "sand clay, top soil, or stabilized earth" surface. The next year, from Woodbury to just north-northwest of Gay, SR 85 had a completed hard surface.
Georgia State Route 11
By the middle of 1930, five segments of the highway had a completed hard surface: from Fitzgerald to just north of the Ben Hill–Wilcox county line, from north-northwest of Hawkinsville, from Perry to Gray, a segment in the southwest part of Jefferson, and from north-northeast of Gainesville to the North Carolina state line. Later that year, a segment in the southwestern part of Social Circle had a completed hard surface. Two segments had a sand clay or top soil: from Social Circle to Winder and from Jefferson to Gainesville. Three segments were indicated to be under construction: the Pulaski County portion of the Abbeville–Hawkinsville segment, nearly the entire Houston County portion of the Hawkinsville–Perry segment, and from Winder to the southwestern part of Jefferson. By the end of the next year, US 19 south of Turners Corner was shifted west and off of SR 11. Four segments had a completed hard surface: from Hawkinsville to Perry, a segment north-northwest of Monticello, from Winder to Jefferson, and nearly the entire Gainesville–North Carolina segment. The entire Pulaski County portion of the Abbeville–Hawkinsville segment had completed grading, but no surface course. Three segments were indicated to be under construction: the entire Berrien County portion of the Lakeland–Nashville segment, nearly the entire Wilcox County portion of the Fitzgerald–Abbeville segment, and a segment north-northwest of Monticello. In March 1932, the Pulaski County portion of the Abbeville–Hawkinsville segment had a sand clay or top soil. Later that year, two segments had completed grading, but no surface course: nearly the entire Wilcox County portion of the Fitzgerald–Abbeville segment and the entire Pulaski County portion of the Abbeville–Hawkinsville segment. A small portion just south-southeast of the Wilcox–Pulaski county line was under construction. In August of that year, a portion north-northwest of Abbeville was under construction. The next month, nearly the entire Jasper County portion of the Monticello–Covington segment had a completed surface, while the Nashville–Alapaha segment was under construction. By the middle of 1933, two segments were indicated to be under construction: the Lakeland–Nashville segment and the entire Berrien County portion of the Alapaha–Ocilla segment. In June that year, the Lanier County portion of the Lakeland–Nashville segment had a completed hard surface. The next month, the Berrien County portion of the Lakeland–Nashville segment had completed grading, but was not surfaced. In August of that year, the Fitzgerald–Abbeville segment had a completed hard surface. At the end of the year, the entire segment from Gainesville to the North Carolina state line also had a completed hard surface. A few months later, from Nashville to the Berrien–Irwin county line, the highway had completed grading, but was not surfaced. Two segments of SR 11 were indicated to be under construction: the Jasper County portion of the Gray–Monticello segment and the segment from Social Circle to Winder. Later that year, two segments had a completed hard surface: the Lanier County portion of the Lakeland–Ray City segment and a segment in Alapaha. Two segments had completed grading, but was not surfaced: the Ray City–Alapaha segment and the Berrien County portion of the Alapaha–Ocilla segment. At the end of the next year, US 129 was extended on SR 11 from Turners Corner to the North Carolina state line. Two segments had a completed hard surface: a segment north-northwest of Abbeville and the segment from east of Covington to Monroe. By the middle of 1935, three segments had a completed hard surface: nearly the entire Wilcox County portion of the Abbeville–Hawkinsville segment, a segment south-southeast of Hawkinsville, and the entire Jasper County portion. Three segments were indicated to be under construction: the entire Jones County portion of the Gray–Monticello segment, a segment north-northeast of Monroe, and the entire Hall County portion of the Jefferson–Gainesville segment. Later that year, a small portion just south of Ocilla had a completed hard surface. By the middle of 1936, two segments had a completed hard surface: the entire Wilcox County portion and the Newton County portion of the segment from Monticello to east of Covington. A few months later, two small segments had a completed hard surface: one just south of the Jones–Jasper county line and one just north-northwest of Monroe. The segment south of Statenville was under construction. By the end of the year, the entire Pulaski County portion had a completed hard surface. A few months later, the Berrien County portion of the Alapaha–Ocilla segment had completed grading, but was not surfaced. By the middle of 1937, the portion south of Statenville also had this same treatment. A few months later, SR 11's Statenville–Lakeland segment was shifted eastward. It traveled through Stockton to a point east of Lakeland and turned left on SR 65 and then SR 31 to Lakeland. There, it continued its former path. The Berrien County portion of the Alapaha–Ocilla segment had a completed hard surface. By the end of the year, the Alapaha–Ocilla segment had a completed hard surface. A segment in Lakeland had completed grading, but was not surfaced. Three segments were indicated to be under construction: nearly the entire Echols County portion of the Statenville–Stockton segment, a segment north of Stockton, and the Barrow County portion of the Monroe–Winder segment. The next year, two segments had a completed hard surface: the Lakeland–Nashville segment and the Hall County portion of the Jefferson–Gainesville segment. Three segments had completed grading, but was not surfaced: the Lanier County portion of the Stockton–Lakeland segment, a segment from north-northwest of Monroe to Winder, and the Jackson County portion of the Jefferson–Gainesville segment. The Echols County portion of the Statnville–Stockton segment was indicated to be under construction. By the middle of 1939, two segments had a completed hard surface: the Nashville–Alapaha segment and a small portion southeast of the Jackson–Hall county line. From north-northwest of Monroe to Winder, SR 11 had a sand clay or top soil surface. The decade ended with the entire segment from the Florida state line to Lakeland having a completed hard surface.
Georgia State Route 5
State Route 5 Spur (SR 5 Spur) was a spur route of SR 5 that existed in the central part of Cherokee County, mostly within the city limits of Canton. At least as early as 1940, it was established from SR 5/SR 205 south-southwest of Canton to SR 20 in the city. By 1954, SR 20 was rerouted in the area, replacing all of SR 5 Spur.
Interstate 75 in Georgia
By the middle of 1960, a short segment southeast of Williams Street was open. By mid-1963, I-75 was signed. It was open from the Florida state line to US 41/SR 7 in Unadilla. It was under construction from Unadilla to just north of the Crawford–Bibb county line. It was open from SR 148 in Bolingbroke to US 23/SR 42 north-northwest of Forsyth. It was open from Glenn Street to Washington Street in downtown Atlanta. It was under construction from US 41/SR 3 in the northwest part of Atlanta to its northern interchange with I-285. It was also under construction from SR 53 in Calhoun to the Tennessee state line. Between 1963 and 1965, open from US 41/SR 7 in Unadilla to Hartley Bridge Road south-southwest of Macon. It was proposed from Hartley Bridge Road to I-16 in Macon. It was under construction from I-16 to its northern interchange with I-475 near Bolingbroke. It was open from Bolingbroke to near Forsyth. It was under construction from there to SR 155 south of McDonough. It was proposed from there to SR 54 in Morrow. It was under construction from Morrow to US 19/US 41 west of Morrow. It was proposed from that interchange to SR 331 in Forest Park. It was open from Forest Park to West Paces Ferry Road in northwest Atlanta. It was under construction from there to SR 120 in Marietta. It was proposed from Marietta to SR 140 in Adairsville. It was under construction from Adairsville to SR 53 in Calhoun. It was open from Calhoun to the Tennessee state line. In 1966, the highway was open from the Florida state line to its southern interchange with I-475 near Macon. It was open from I-16 to US 23/SR 42 near Forsyth. It was open from Forest Park to its northern interchange with I-285. In 1967, it was under construction from US 80/SR 74 to I-16 in Macon. It was under construction from near Forsyth to the US 19/US 41 interchange west of Morrow. It was open from Forest Park to SR 120 in Marietta. It was under construction from SR 120 to Allgood Road in Marietta. In 1968, the highway was open US 23/SR 42 near Forsyth to SR 20 in McDonough. It was under construction from McDonough to SR 54 in Morrow. It was open from Morrow to Allgood Road in Marietta. It was under construction from US 411/SR 61 near Cartersville to SR 140 in Adairsville. In 1969, the highway was under construction from its southern interchange with I-475 to I-16 in Macon. It was open from I-16 to Allgood Road in Marietta.
Georgia State Route 3
By the middle of 1930, SR 35 was designated on the unnumbered road south-southeast of Thomasville. Four segments of SR 3 had a completed hard surface: from Thomasville to Albany, from Leesburg to Ellaville, from south-southeast of Thomaston to north-northwest of that city, and from north-northeast of Zebulon to Ringgold. Two segments had a sand clay or top soil surface: from Butler to south-southeast of Thomaston and from north-northwest of that city to north-northeast of Zebulon. Two segments were under construction: from Albany to Leesburg and from Ringgold to the Tennessee state line. By the end of the year, the Albany–Ellaville segment and the Rinngold–Tennessee segment had a completed hard surface. A segment south of Zebulon had a sand clay or top soil surface. From the Florida state line to Thomasville and a segment north-northeast of Zebulon were indicated to be under construction. By the end of 1931, three segments had a completed hard surface: from the Florida state line to Thomasville, a segment north of Ellaville, and a segment north-northeast of Zebulon. Two segments were under construction: from north of Ellaville to Butler and a segment south of Zebulon. In January 1932, the entire highway from Florida to north of Ellaville had a completed hard surface. In April that year, the entire highway from south-southeast of Thomaston to the Tennessee state line had a completed hard surface. A segment south-southeast of Thomaston was under construction. Later that year, the segment from north of Ellaville to Butler had a sand clay or top soil surface. From Butler to the south end of the SR 22 concurrency was under construction. Before the year ended, this segment had a completed hard surface. The segment of SR 3 from the south end of SR 22 concurrency to south-southeast of Thomaston, as well as the segment of SR 35 in the southern part of Thomasville, was under construction. By the middle of 1933, the segment from north of Ellaville to Butler had a completed hard surface. The segment from the south end of the SR 22 concurrency to south-southeast of Thomaston had completed grading, but had no surface course. By the end of the year, all of the then-current path of SR 3 had a completed hard surface. In 1934, the segment north of Ringgold was shifted west to travel northwest from that city. A segment north-northwest of Thomasville, as well as the Pelham–Camilla segment, was under construction. By the end of the year, a segment of SR 35 south-southeast of Thomasville had a completed hard surface. From the Florida state line to south-southeast of the city, this segment was under construction. By April 1935, the central portion of the segment of SR 35 had completed grading, but was not surfaced. By the end of the year, nearly the segment of SR 35 had a completed hard surface. By the middle of 1936, the entire segment of SR 35 had a completed hard surface. Late in 1937, US 19 south of Thomasville was shifted eastward to travel concurrently with this segment of SR 35, with US 319 designated on its former path southwest of Thomasville. SR 3 was split into two parts between Atlanta and the northwest part of Marietta. US 41/SR 3 traveled northwest on the original path, while SR 3E traveled north-northwest on a more eastern path between the two cities. SR 3E's path from SR 120 in the east part of Marietta to US 41/SR 3 in the northwestern part of the city. The rest of SR 3E was under construction. By the end of the year, SR 3W was established, traveling northwest with US 41 on Marietta Street and Old Marietta Road, while SR 3E traveled north-northwest on Hemphill Street and Northside Drive. All of SR 3E in the northern part of Atlanta was hard surfaced. From the north part of the city to the northwest part, the highway had completed grading, but was not surfaced. Later that year, all of SR 3E from Atlanta to northwest of the Fulton–Cobb county line had a completed hard surface.
Georgia State Route 3
SR 3 was established at least as early as 1919 starting at the Florida state line southwest of Thomasville; no numbered highway extended south-southeast from that city at the time. SR 3 traveled on essentially the same path as it currently does. The main differences were the southern terminus and the northern terminus. It traveled north from Ringgold to the Tennessee state line. By the end of 1926, US 41 had been designated on the entire length of SR 3 from Griffin to the Tennessee state line. Seven segments of the highway had a "completed hard surface": a segment in the northern part of Thomasville, from approximately Ochlocknee to north-northeast of Camilla, from the Mitchell–Dougherty county line to Albany, from south of Americus to Ellaville, from north-northeast of Zebulon to just south of the Spalding–Henry county line, from just north of this county line to just south-southeast of the Henry–Clayton county line, and from just north-northwest of this county line to Marietta. Five segments of the highway had a "completed semi hard surface": a segment south of the Mitchell–Dougherty county line, from Leesburg to the Lee–Sumter county line, from Cartersville to the southeastern part of Calhoun, a segment in the northwestern part of Dalton, and from Ringgold to the Tennessee state line. Ten segments of the highway had a "sand clay or top soil" surface: a segment on both sides of the Grady–Thomas county line, a segment north-northwest of Thomasville, from Ellaville to north-northeast of Rupert, a segment just north-northeast of Butler, from the south end of the SR 22 concurrency to south-southeast of Thomaston, from south of the Upson–Pike county line to Zebulon, a segment in the northwestern part of Marietta, from just south of the Cobb–Bartow county line to Cartersville, from just south of the Gordon–Murray county line to Dalton, and from northwest of Dalton to Ringgold. Six segments of the highway were indicated to be under construction: a segment north of the Lee–Sumter county line, from south-southeast of Thomaston to north-northwest of that city, a segment north-northeast of Zebulon, from just south of the Spalding–Henry county line to just north of that line, from northwest of Marietta to just south of the Cobb–Bartow county line, and from the southeastern part of Calhoun to just south of the Gordon–Murray county line. By the end of 1929, US 19 was designated on the then-current highway from the Florida state line to Atlanta. Also, an unnumbered road was built on the current path of SR 3 south-southeast of Thomasville.
Georgia State Route 5
SR 5 remains concurrent with I-575 for that route's entire length, as the two highways bisect Cherokee County, and bypass Holly Springs, Canton (crossing the Etowah River north of Canton), and Ball Ground. North of Ball Ground, near Nelson, I-575, as well as the freeway portion of the highway, terminates, and SR 5, now concurrent with SR 515, enters Pickens County. The highways curve northwest around Jasper, then turn back to the north near Talking Rock on their way into Gilmer County and Ellijay. In East Ellijay, SR 5 picks up a concurrency with US 76/SR 2, and heads northeast into the Chattahoochee National Forest in the direction of Blue Ridge in Fannin County. In Blue Ridge, US 76/SR 2/SR 515 head off to the east, while SR 5 heads northwest to McCaysville and its northern terminus at the Tennessee state line, where the route intersects the northern terminus of SR 60 (Toccoa Avenue) and continues into Tennessee as SR 68 (which also has the Toccoa Avenue name).
New York State Route 5
In the Syracuse suburbs of Camillus and Geddes, NY 5 was initially routed on West Genesee Street between the villages of Camillus and Solvay. Construction on a bypass of this segment of NY 5 began in the early 1970s and was completed between NY 695 and Genesee Street by 1977. By the following year, the freeway was open to traffic up to Hinsdale Road; however, NY 5 remained on Genesee Street between Hinsdale and the Solvay village limits. The remainder of the Camillus Bypass was completed , at which time NY 5 was realigned to follow the freeway. Genesee Street is now largely maintained by Onondaga County as CR 98; however, two portions of the street remain state maintained. Near the western end of the expressway, the former routing of NY 5 became part of an extended NY 174. Between the Camillus town line and the eastern end of the bypass, Genesee Street is unsigned NY 930W.
Smaller realignments also took place in other cities along the route. In Canandaigua, NY 5 originally entered the city on West Avenue and followed South Main Street and Lakeshore Drive through the city limits before rejoining its current routing in Hopewell. In the mid-1950s, a new bypass was built north of Lakeshore Drive from South Main Street to Hopewell. It became part of a realigned NY 5 by 1956. The remainder of the bypass around the southwestern extents of the city was built in the late 1970s and early 1980s. The former routing of NY 5 on South Main Street remains state maintained as NY 942T; until 1996, the portion of West Avenue between the west end of the bypass and the Canandaigua city line was maintained by the New York State Department of Transportation (NYSDOT) as NY 942W. Even though maintenance of the road had been transferred to the town of Canandaigua in 1996, the designation remained in NYSDOT documents until 2007.
The 5th Wave (film)
Principal photography began on October 18, 2014, in Atlanta, Georgia. Three months later, on January 11, a planned explosion of a bus in downtown Macon, Georgia for the film went awry when it spread wider than planned, blowing out more than forty windows on Cotton Avenue, collapsing ceilings, destroying store fronts, setting one building on fire, and leaving soot on the brick buildings as well. The production company promised to cover all damages caused by the 3:45 am incident, but the work that was done was done badly and remains incomplete twenty-eight months later. Filming officially ended on January 17, 2015.
Federal Road (Cherokee lands)
The Georgia Road was built from 1803 to 1805 through the newly formed Cherokee Nation on a land concession secured with the 1805 Treaty of Tellico. The Georgia Road opened in 1805. In 1819 the road was improved and called 'the Federal Road' but no federal funds were used in its creation.
Georgia State Route 5
By March 1980, I-575/SR 713 was completed to SR 92 southwest of Woodstock and one exit to the south in the Canton area. SR 713 was proposed to be extended northwest to SR 5 in Talking Rock. SR 713 Spur was proposed from SR 5 to SR 713 at the northern terminus of I-575. SR 719 was proposed from SR 5 south-southwest of Ellijay to US 76/SR 5 northeast of that city. Later that year, the southern completed part of I-575/SR 713 was extended south to I-75. The next year, SR 5's path from south of Nelson to southeast of Talking Rock was shifted westward, replacing SR 713 Spur and the northern extension of SR 713. The former path of SR 5 was redesignated as SR 5 Alt. At this time, SR 719 was under construction. In 1982, I-575/SR 713 was under construction from SR 92 southwest of Woodstock to south of Canton and from east of Canton to I-575's northern terminus north-northwest of Ball Ground. SR 713 was proposed to be extended northwest to SR 5 west-northwest of Talking Rock and north to the southern terminus of SR 719 at SR 5. The next year, SR 5's path from Powder Springs to Marietta was shifted eastward, replacing SR 340. I-575/SR 713 was completed from SR 92 southwest of Woodstock to south of Canton. SR 5 in the Ellijay area was shifted eastward. US 76/SR 282 was extended southeast to East Ellijay to rejoin it. This shifting of SR 5 replaced SR 719. The former path of SR 5 was redesignated as SR 5 Alt. In 1985, SR 5's path from Marietta to northeast of Canton was shifted westward, onto I-575. Its former path from Marietta to Lebanon was redesignated as SR 754. I-575 was completed northeast to a point southwest of Ball Ground. SR 5's path from Talking Rock to south-southwest of Ellijay was shifted westward, replacing all of SR 713. In 1986, all of I-575 was completed. SR 5's path from northeast of Canton to north-northwest of Ball Ground was shifted westward, onto I-575. The northern part was redesignated as a northern extension of SR 372. Between 1981 and 1986, SR 5's path in the Ball Ground–Nelson area was shifted westward, onto I-575. Part of the former path was redesignated as a northern extension of SR 372. In 1989, SR 515 was designated on SR 5 from I-575's northern terminus west of Nelson to Blue Ridge. Between 1984 and 1991, US 76/SR 5/SR 515 was shifted onto the path of SR 733 and SR 734, replacing them.
Interstate 805
In May 1967, bidding began, after construction had been delayed by that of the I-5 and I-8 freeways, both of which had been given higher priority. This first portion would run from Wabash Boulevard to around Madison Avenue (a distance of ), and the next portion would include the I-8 interchange. The R.E. Hazard and W.F. Maxwell Companies won the low bid of $11.7 million (equivalent to $ in ) in mid-1967. The groundbreaking ceremony happened on September 25 at El Cajon Boulevard and Boundary Street. In August 1968, the portion of I-805 from just south of I-8 to north of Friars Road, including the interchange with I-8, was put up for bidding; at a budgeted $27.5 million (equivalent to $ in ), it was the most expensive job that the Division of Highways had ever put up for bid. The winning bid was $20.9 million (equivalent to $ in ), and was awarded to R.E. Hazard Contracting Company and W.F. Maxwell Company.
Construction had begun on the viaduct by May 1969; in the meantime, National City was making plans for developing the freeway corridor with motels and restaurants, as well as a shopping center. In mid-1969, bidding was to begin on of I-805 from north of Friars Road to north of what was then US 395, which would become SR 163. Construction from J Street south to near San Ysidro was underway by September, when there were concerns that an order from President Richard Nixon to reduce federal construction projects by 75 percent might affect funding for the portion north of Friars Road. However, Governor Ronald Reagan lifted the associated freeze in construction at the state level a few weeks later. A month later, the contract for the portion between Friars Road and US 395 had been awarded for $15 million (equivalent to $ in ); the portions between there and north of Miramar Road were in the planning phases, while construction continued south of I-8 to Wabash Boulevard. The portion from SR 52 to Miramar Road had been contracted out to O.G. Sansome Company for $5.6 million (equivalent to $ in ) by the end of 1969. Meanwhile, $4 million (equivalent to $ in ) of state funding was spent in 1969 to find housing for those who were to be displaced by the freeway in San Ysidro.
Siskiyou Trail
Between 1869 and 1887, the Oregon & California Railroad Company built a railroad along this route, crossing Siskiyou Summit in 1887. In the mid-1910s, the pioneering Pacific Highway, later numbered as U.S. Highway 99, provided the first easy automobile access along the path of the trail. Interstate 5 was built in the 1960s along the route of the original 1820s Siskiyou Trail. About 4 miles (7 km) north of the California border, and just south of Ashland, Oregon, the highway crosses Siskiyou Summit, the highest point on I-5 (elevation ). The railroad and interstate highway deviate from the original trail in small ways according to the needs and engineering available to their builders.
Georgia State Route 5
Curving to the northeast past the square, SR 5 leaves its concurrency with SR 120 Loop behind and heads north yet again, first as Cherokee Street, then Church Street, and curves to the northeast as it crosses US 41/SR 3. Soon thereafter, SR 5 merges with I-75 for a very short distance, and then splits off I-75 north of Marietta, together with its concurrency with I-575, and heads north and northeast into Cherokee County in the direction of Woodstock. From Marietta to Blue Ridge, the route parallels the Marietta and North Georgia Rail Line.
List of former state routes in Georgia (U.S. state)
State Route 154 (SR 154) was a state highway in the north-central part of the state. It was established in late 1939 from an intersection with SR 156 in Blaine to SR 5 in Talking Rock. The next year, it was under construction. Before the year ended, it was established on an eastern alignment from SR 108 northeast of Jasper to SR 183 northwest of Dawsonville. Around the middle of 1941, this new segment was under construction. In 1942, the original segment had completed grading, but was not surfaced. By the end of 1946, both segments of SR 154 were redesignated as parts of SR 136. SR 154 was reused for a former section of SR 41 that same day.
Five Points station
Preliminary planning and design of the entire MARTA heavy rail system began in 1967 after Georgia state legislature approval of MARTA's 1966 creation, with early blueprints ready in mid-1968. Design and engineering began in 1973; existing properties were acquired, demolished and underwent site preparation in 1974–1975, and actual construction began in early 1976. The station was constructed using the cut-and-cover method. The Gold Line (then called North-South line) was built beneath Broad Street, and the Blue Line (then called East-West line) was constructed next to the railroad freight lines that run through Downtown Atlanta. Five Points opened on December 22, 1979 with only the original East-West platform open. The initial opening of the station was almost delayed because of construction on the lower level. The North-South platform did not open until December 4, 1981.
Major renovations to both the east and west street-level plazas of the station began in April 2006.
S5 highway (Georgia)
The Georgian route S5 (also known as Tbilisi-Bakurtsikhe-Lagodekhi) is one of the major trunk roads that runs from Tbilisi through Bakurtsikhe before reaching the border with Azerbaijan near Lagodekhi (Kakheti). The length is . The highway runs through Sagarejo and Tsnori. After crossing the border with Azerbaijan, the highway continues to Zaqatala and Yevlax.
Georgia State Route 6
SR 6 was established at least as early as 1919 from SR 1 in Cedartown east-southeast through Dallas to SR 8 in Austell. By the end of September 1921, it was extended westward to the Alabama state line. By October 1926, US 78 was designated on SR 8 at SR 6's eastern terminus. About 20 years later, between the beginning of 1945 and November 1946, the entire segment from Alabama to Austell was hard surfaced. Between June 1954 and June 1955, US 278 was designated on the entire original segment. Between June 1963 and the end of 1965, SR 6 was extended south-southwest on US 78/SR 8 to a point south-southwest of Austell and then on a sole path southeast to I-20; this entire extension was hard surfaced. At this time, Camp Creek Parkway was established from Welcome All Road west-southwest of College Park to US 29/SR 14 in the city. Between the beginning of 1963 and the beginning of 1969, a northern bypass of the main part of Rockmart was built from US 278/SR 6 west-northwest of the city to SR 113 in the northwestern part of the city. By the beginning of 1974, an eastern bypass of the main part of Rockmart was proposed from US 278/SR 6/SR 100 southeast of Van Wert north-northwest and north to SR 113 in the northwest part of Rockmart. In 1976, SR 139 was rerouted westward just west of the Atlanta Airport, onto the path of US 29/SR 14. Due to this, Camp Creek Parkway was extended eastward to I-85. Between the beginning of 1979 and March 1980, Camp Creek Parkway was extended westward to Old Fairburn Road and northwest to Butner Road. Between the beginning of 1979 and the beginning of 1982, SR 6's path in Cedartown was shifted westward one block, replacing the entire length of SR 6 Loop. In 1983, a western bypass of Powder Springs, Clarkdale, and Austell, designated as SR 726, was proposed from an unnumbered road south-southwest of Powder Springs to US 78/SR 5/SR 8 southwest of Austell.
Interstate 5 in Washington
The Federal-Aid Highway Act of 1956, signed into law by President Dwight D. Eisenhower on June 29, 1956, formally authorized the creation and majority-federal funding of the Interstate Highway System. A few months later, the state supreme court overturned the $194 million authorization to build the Tacoma–Everett expressway as a toll road after finding it to be unconstitutional. The federal contribution under the Interstate Highways program was anticipated to be $165 million, but come in smaller installments that would require more time to complete the freeway project. The entire US 99 corridor was subsequently assigned the designation of "Interstate 5" in 1957 and the federal government allocated planning funds to begin engineering of the Seattle Freeway, which commanded its own Highway Department division.
Georgia State Route 5
By the middle of 1930, the southern part of the Gilmer County portion of the Jasper–Ellijay segment had a completed hard surface. By the end of the year, the segment from Blue Ridge to the Tennessee state line also was completed. The entire Cobb County portion of the Marietta–Canton segment was under construction. By the end of 1931, the Douglasville–Austell segment of US 78/SR 8 had a completed hard surface. Three segments of SR 5 also were completed: from Marietta to the halfway point between the Cobb–Cherokee county line and Canton, from northeast of Canton to Ellijay, and from northeast of Ellijay to Blue Ridge. The southern two-thirds of the Ellijay–Blue Ridge segment had a sand clay or top soil surface. Between April and August 1932, a portion south of Canton had a sand clay or top soil surface. A portion northeast of Canton was under construction. In August, the portion south of Canton was under construction. In October, a small portion at the northern terminus was under construction. By May 1933, the entire length of SR 5 from Marietta to Ellijay had a completed hard surface. In May, the northern terminus had a completed semi hard surface. In July, the entire Blue Ridge–Tennessee state line had a completed hard surface. In the third quarter of 1935, the Ellijay–Blue Ridge segment was also completed. By the end of the year, a portion northeast of Ellijay was under construction. In the first quarter of 1937, SR 5 was extended southwest from Marietta to SR 6 in Powder Springs. The next year, a portion of the extension southwest of Marietta had completed grading, but was not surfaced. By the middle of 1939, the central portion of this extension was under construction. In the third quarter of the year, this portion had completed grading, but was not surfaced.
U.S. Route 5
Prior to the U.S. Highway system, the route was designated as Route 2 of the New England road marking system that existed between 1922 and 1927. When US 5 was first commissioned, it took over the entirety of Route 2. In 1927, US 5 had still not been paved in Vermont. Paving in Vermont was completed by 1933.
U.S. Route 5 in Vermont
US 5 was not maintained by the state of Vermont until the creation of the state highway system in 1931. At this point, US 5 was not paved. The state of Vermont started paving the route in 1931 and it was completed by 1933.
Georgia State Route 5
Once SR 5 becomes concurrent with I-575, averages increase drastically, with a route high of 93,000 vehicles seen south of Woodstock, close to I-75. Numbers generally decrease as the route travels further north, going from the mark seen in Woodstock down to 59,000 in Holly Springs, around 55,000 in Canton, and further down to 26,000 near Ball Ground. Once the freeway portion of the route ends in Pickens County, averages fall further from around 24,000 to around 12,000, but stabilize in that vicinity from Talking Rock in Pickens County all the way through Ellijay in Gilmer County to Blue Ridge in Fannin County. As SR 5 approaches its northern terminus, vehicle load decreases once more to a low of 7,200, and hovers around 9,000 as the Tennessee state line is reached.
Orange County Transportation Authority
I-5 Gateway Project: Construction began in spring 2006 on the I-5 Gateway project. The four-year project widened the remaining two miles of the I-5 in Orange County from the SR-91 to the Los Angeles County line. The I-5 Gateway project is the final link in the original Measure M's freeway improvement program. The project was completed in 2010.
Interstate 515
The I-515 designation was first approved in 1976, but construction did not begin until 1982, and was constructed in stages until it reached its current terminus in 1994, when signs of the designation finally were put up. I-515 was built as a part of the then Las Vegas Freeway to bypass Fremont Street and Boulder Highway, both of which were former alignments of US 93 and US 95, and provide a direct freeway connection with Henderson.
Georgia State Route 515
SR 515 begins just west of Nelson and just north of the Cherokee-Pickens County line, at the convergence of the northern terminus of Interstate 575, SR 5, the northern terminus of SR 5 Business, and the northern terminus of SR 372. It is concurrent with SR 5 from its southern terminus to Blue Ridge. It is also concurrent with US 76 from East Ellijay to a point between Young Harris and Hiawassee. It maintains a fairly strict south-north routing from its southern terminus to Blue Ridge and then becomes a due east-west route for the remainder of its length.
Interstate 565
Phase 1 opened in 1989, and extended from the east side of Mooresville to County Line Road (exit 7, which was originally constructed to serve as a terminus taking traffic between I-565 and SR 20). At the time, traffic from I-65 still had to drive through Mooresville to where the interstate started while the Mooresville overpasses and bridges over creeks were constructed.
Georgia State Route 9
SR 9 was established at least as early as 1919 along its current route. In 1921, it was extended to Blairsville, concurrent with SR 11. By the end of 1926, it had a "completed hard surface" from Atlanta to the northern part of Sandy Springs, a "sand clay or top soil" surface from the northern part of Sandy Springs to just southwest of Dahlonega, a "completed semi-hard surface" from just southwest of Dahlonega to that city. The extension to Blairsville was decommissioned. By the end of 1930, it had a completed hard surface from just southwest of Dahlonega to that city. By 1932, it had a completed semi-hard surface from the northern part of Sandy Springs to the Forsyth–Dawson county line, a sand clay or top soil surface from the county line to just southwest of Dahlonega, and a "completed grading, no surface course" from just northeast of Dahlonega to its northern terminus. At this time, US 19 was designated along the entire length of SR 9. The next month, the highway had a completed semi-hard surface from the Forsyth–Dawson county line to just north of it and from just northeast of Dahlonega to its northern terminus. In September of that year, it had a completed semi-hard surface from just north of the Forsyth–Dawson county line to Dawsonville and a sand clay or top soil surface from Dawsonville to just southwest of Dahlonega. The next month, it had a completed semi-hard surface from Dawsonville to about halfway between there and Dahlonega. In November, it had a completed semi-hard surface from about halfway between Dawsonville and Dahlonega to just southwest of Dahlonega. By the middle of 1933, SR 9 was under construction from the northern part of Sandy Springs to the Fulton–Forsyth county line. By the end of the year, it had a completed hard surface from the northern part of Sandy Springs to the Fulton–Forsyth county line. A few months later, it was under construction from the Fulton–Forsyth county line to Cumming and from Dawsonville to just southwest of Dahlonega. Near the end of that year, it was indicated to be "completed grading, not surfaced" from the Fulton–Forsyth county line to Cumming, a completed hard surface from Cumming to just south of the Forsyth–Dawson county line, a completed semi-hard surface from just south of the Forsyth–Dawson county line to Dawsonville, a completed hard surface from Dawsonville to just northeast of that city, and under construction from just northeast of Dawsonville to just southwest of Dahlonega. Just before 1935, the highway had a completed hard surface form Dawsonville to just northeast of Dahlonega and a completed semi-hard surface from just northeast of Dahlonega to its northern terminus. A few months later, it had a completed hard surface from just south of the Forsyth–Dawson county line to that county line. By July of that year, it was under construction from the Forsyth–Dawson county line to Dawsonville. One year later, it had a completed hard surface from the Forsyth–Dawson county line to Dawsonville. A few months later, SR 9 was under construction from just northeast of Dahlonega to a point about halfway between that city and its northern terminus. Another year later, and the highway had a completed hard surface from just northeast of Dahlonega to just northeast of the halfway point between Dahlonega and its northern terminus. By the end of the year, it was indicated to be completed, but not surfaced from just northeast of the halfway point between Dahlonega and its northern terminus to its northern terminus. Later that year, it had a completed hard surface from just northeast of the halfway point between Dahlonega and its northern terminus to its northern terminus.
Georgia State Route 20
By the middle of 1930, SR 20 was established from SR 61 in Rydal to SR 5 in Canton. The entire Rome–Cartersville and Buford–Lawrenceville segments had a completed hard surface. Also, SR 53 was designated from the Alabama state line to Rome, farther to the north than SR 20. Later that year, the portion of SR 20 and SR 53 west of Rome were swapped. By the beginning of 1932, US 19 was shifted farther to the west and off of the current SR 20 between Buford and Lawrenceville; at the same time, US 23 was designated on this same segment. In January 1932, SR 20 was established from Canton to Cumming. SR 68, from Cumming to Buford, was decommissioned and redesignated as part of SR 20. Also, since SR 13 was shifted to a more western alignment, its segment from Buford to Lawrenceville was also redesignated as part of SR 20. A few months later, SR 20 was established from Loganville to Conyers. Nearly a year later, SR 20 was established from Conyers to McDonough. The next month, the western part of the segment from the Alabama state line to Rome was under construction. Later that year, SR 20 was designated along SR 61 from Cartersville to Rydal, with the entire length having a sand clay or top soil surface. Also, a portion of the highway east of Canton was under construction. Before the year ended, US 41W between Rome and Cartersville was redesignated as part of US 411, which was also designated along SR 20/SR 61 from Cartersville to Rydal. At this time, the Rockdale County portion of the segment between Loganville and Conyers was under construction. By the middle of 1935, the western half of the Canton–Cumming segment was under construction. By October of that year, a small portion east of Canton had a sand clay or top soil surface. At the end of the year, a small portion north-northeast of Cartersville, as well as a small portion north-northeast of Conyers, had a completed hard surface. Later in 1936, the central portion of the SR 20/SR 61 segment, from Cartersville to Rydal, had completed grading, but was not surfaced. A few months later, a small portion south-southwest of Rydal had a completed hard surface. The entire Forsyth County portion of the Canton–Cumming segment, except for the eastern end, was under construction. Also, the entire Gwinnett County portion of the Cumming–Buford segment had completed grading, but was not surfaced. By the middle of the year, the central portion of SR 20/SR 61, from Cartersville to Rydal, had a completed hard surface. Also, the eastern three-fourths of the Canton–Cumming segment was under construction. A few months later, the western third of this segment had a completed hard surface, while the eastern third of it had completed grading, but was not surfaced. The northern half of the segment between Lawrenceville and Loganville, and nearly the entire northern half of the segment between Conyers and McDonough, also had completed grading, but was not surfaced. About two years later, US 23 was shifted farther to the west and off of SR 20's path. Also, a small portion northeast of Buford had a sand clay or top soil surface. Before the year ended, about half of the total length of the segment from the Alabama state line and Rome had a completed hard surface.
Interstate 5
Interstate 5 was originally created in 1956 as part of the Interstate Highway System, but was predated by several auto trails and highways built in the early 20th century. The Pacific Highway auto trail was built in the 1910s and 1920s by the states of California, Oregon, and Washington, and was later incorporated into U.S. Route 99 (US 99) in 1926. Interstate 5 largely follows the route of US 99, with the exception of a portion in the Central Valley of California. The freeway was built in segments between 1956 and 1979, including expressway sections of US 99 that were built earlier to bypass various towns along the route.
New Jersey Route 53
From 1916 to 1927, the route was a part of pre-1927 Route 5, which ran from Delaware in Warren County east to Newark. In 1927, the portion of pre-1927 Route 5 that is today Route 53 was not made a part of a different route and became Route 5N to distinguish it from a newly created Route 5. In 1953, the route became Route 53. A freeway was planned for the route in 1966, running from a planned Route 24 freeway in Morris Plains north to a planned Route 208 freeway in Greenwood Lake in Passaic County. This planned freeway was scaled back in 1967 to end at Interstate 80. It was later designated Route 178 before being canceled in 1975.
Georgia State Route 60
By the middle of 1930, this segment had a "completed hard surface". Later that year, SR 86 was established from Blue Ridge northeast to the North Carolina state line west-northwest of Ivy Log. The portion of SR 9 north-northeast of Dahlonega had completed grading, but had no surface course. By the end of 1931, US 19 was shifted west onto SR 9. In January 1932, the portion north-northeast of Dahlonega had a completed semi hard surface. The entire length of SR 86 was under construction. The next month, the western terminus of SR 86 was shifted eastward to begin northwest of Morganton. By mid-1933, the portion of SR 86 from northwest of Morganton to Mineral Bluff had a "sand clay or top soil" surface. Later that year, the entire length of SR 86 had a completed semi hard surface. In 1936, the portion of US 19/SR 9 north-northeast of Dahlonega, and the entire length of SR 86, were under construction. At the beginning of 1937, SR 86 was extended southeast to US 19/SR 9 in Porter Springs. SR 136 was extended southeast into Gainesville. A few months later, SR 86's original segment had completed grading, but was not surfaced. Later that year, US 19/SR 9 northeast of Dahlonega had a completed hard surface.
Georgia State Route 20
Before the third quarter of 1950 ended, a portion of the highway northeast of Cartersville was hard surfaced. By the end of 1951, the southern half of the segment from Loganville to Conyers, and a portion northeast of McDonough, had been hard surfaced. In 1952, an unnumbered road was built from SR 81 west-southwest of McDonough to US 19/US 41/SR 3 in Hampton. The next year, a small portion of SR 20 in the northern part of Cartersville, a portion of it west of Canton, and the entire Rockdale County portion were hard surfaced. At this time, SR 294N was built, with a hard surface, northeast of Cartersville. At this time, SR 20 Conn. was built, from SR 20 in Sugar Hill, to US 23/SR 13 south of Buford. In 1954, the entire Walton County portion of the highway was hard surfaced. SR 20 Conn. was redesignated as part of the SR 20 mainline. In 1955, it was reverted to being designated as SR 20 Conn., with the western part paved. A few years later, all portions of SR 20 that had been built were paved. At this time, SR 294 had been redesignated as the SR 294 mainline. By 1960, SR 20 was extended west-southwest from McDonough along SR 81, and then on a previously unnumbered road to US 19/US 41/SR 3 in Hampton. The entire length of this extension was paved.
Georgia State Route 400
The road opened to traffic on August 1, 1993, after three years of construction. Existing exits were renumbered up by four to accommodate the extension, which had a single toll plaza in the middle of its length when opened. Contrary to public belief, the bonds that funded the construction of the tollway south of I-285 were not paid off until 2011.
List of former state routes in Georgia (U.S. state)
State Route 705 (SR 705) was a state highway that existed in the north-central part of Cobb County. It was proposed between 1961 and 1966 from SR 5 southwest of Marietta to SR 5 in southern Cherokee County. By 1973, the interchange with I-75 and a short piece of SR 705 northeast of it were built. In 1976, SR 705 between I-75 and the northern intersection with SR 5 was built and redesignated as SR 5 Conn. In 1984, SR 5 Conn. was redesignated as SR 5 Spur. SR 5's path north of Marietta was shifted westward, onto Interstate 75 (I-75) and I-575, replacing all of the proposed portion of SR 705.
Interstate 20 in Georgia
In Georgia, the first segment of I-20 opened between 1960 and 1963 from downtown Atlanta to Conyers. It was under construction from just south of Douglasville to downtown Atlanta, from Conyers to a point south of Social Circle, and from Evans to Augusta. By 1966, the highway was proposed from the Alabama state line to SR 5 in Douglasville, was open from Douglasville to the western part of Atlanta, under construction in the western part of Atlanta, was open from downtown Atlanta to US 278/SR 12 near Social Circle, was under construction from that point to SR 83 in Madison; proposed from Madison to the Warren–McDuffie county line, under construction from there to the South Carolina state line. Later that year, was open from Douglasville to the Social Circle area and from SR 383 on the Evans–Martinez city line to the South Carolina state line. In 1967, it was under construction from the Social Circle area to Siloam. It was open from US 221/SR 47 south of Appling to the South Carolina state line. In 1968, it was open from Douglasville to Madison and from just north of Thomson to the South Carolina state line. In 1969, the highway was open from Douglasville to US 129/US 441/SR 24 in Madison. In 1970, it was under construction from Madison to the Thomson area. In 1971, was open from Douglasville to SR 44 in Greensboro. In 1972, the highway was open from Douglasville to the South Carolina state line. In 1973, it was under construction from US 27/SR 1 in Bremen to Douglasville. In 1974, it was under construction from the Alabama state line to Douglasville. In 1975, it was open from Villa Rica to Douglasville. The last part of Interstate 20 opened in 1977 between the Alabama state line and Villa Rica.
New Jersey Route 5
In 1929, the routes were redefined. Route 6 would be a completely new alignment from Paterson to the George Washington Bridge, and Route 5 would only run east from Route 1 (Broad Avenue, now U.S. Route 1/9) in Ridgefield. The alignment of Route 10 west of Ridgefield was designated Route 10N until it was eventually turned over to the county. Route 5 retained its routing in the 1953 New Jersey state highway renumbering. By the 2000s, the section of Route 5 along River Road to the former ferry was removed. In June 2007, construction began on a $24.6 million project to improve the route through Palisades Park. This project, which is to be completed later in 2009, will involve the replacement of the bridge over Delia Avenue, the removal of a bridge over an abandoned rail line, and the widening of the two-lane road to include a shoulder.
Interstate 75 in Georgia
The highway that would eventually become I-75 in Georgia was an unnamed expressway that was open in 1951 from the southern part of Atlanta to University Avenue. It was projected from University Avenue to Williams Street in downtown Atlanta. This expressway was open from Williams Street to what is now the northern end of the Downtown Connector. It was also proposed from the Downtown Connector to the northwest part of Atlanta. By late 1953, this expressway was signed as US 19/US 41 as far north as Lakewood Avenue. It was under construction from the Downtown Connector to Howell Mill Road. It was proposed from Howell Mill Road to the northwest part of Atlanta. By mid-1954, the expressway was signed as SR 295 from Lakewood Avenue to University Avenue. It was under construction from the Downtown Connector to US 41/SR 3E, just north of West Paces Ferry Road. By mid-1955, the highway was under construction from University Avenue to Glenn Street. It was open from Williams Street to US 41/SR 3E in the central part of Atlanta. By mid-1957, the highway was opened from University Avenue to Glenn Street. It was also open from Williams Street to US 41/SR 3E in the northwest part of Atlanta.
Interstate 95 in Georgia
Construction to widen I-95 from two to three lanes started with the Chatham County segment in 1989, with the other county segments done in phases, with the project completed throughout Georgia on December 10, 2010.
Thomas B. Manuel
During his tenure, the first phase of construction began on July 4, 1955. However, by late 1956, owing to the Federal government's announced plans for a comprehensive interstate network of highways which would become the Interstate Highway System, and which was to include a route down Florida's east coast, designated I-95, which largely duplicated the Turnpike's originally-contemplated "Coastal Route" from Jacksonville to Fort Pierce, all work on the Turnpike stopped, and plans for further construction were shelved.
Florida's Turnpike
Construction on the Parkway began on July 4, 1955, starting at what is now the Golden Glades Interchange. In October 1956, all work on the Sunshine State Parkway north of Ft. Pierce was abandoned and plans for a state-long turnpike were shelved due to passage of the National Interstate and Defense Highways Act, which provided for construction of limited-access highways in the corridors that had been under study for the Parkway Extension. One was Interstate 95, which was slated to connect Jacksonville with Miami in a similar alignment to the planned Sunshine State Parkway Coastal Route. This resulted in completion of a truncated highway that ran from Miami to Fort Pierce, opening on January 25, 1957.
Georgia State Route 108
The first portion of the roadway that is signed as SR 108 today makes its appearance on Georgia state road maps in the middle of 1933, when a route signed as SR 108, and measuring , ran from Jasper, at the intersection of SR 5 and SR 53 at the time, north into Cartecay in Lumpkin County, to what was then signed as SR 43, and which corresponds to SR 52 today. This route took vehicle traffic from Atlanta via SR 5 and SR 108 to the community of Tate Mountain Estates, a summer retreat planned by Colonel Sam Tate for wealthy Atlantans.
Georgia State Route 5
State Route 5 Alternate (SR 5 Alt.) was an alternate route of SR 5 that existed in the northeastern part of Cherokee County and the central part of Pickens County. In 1981, the path of SR 5 from a point south of Nelson to a point southeast of Talking Rock was shifted westward. This replaced SR 713 Spur and part of SR 713. The former path of SR 5 was redesignated as SR 5 Alt. In 1985, SR 5 replaced a little bit more of the proposed route of SR 713 west-northwest of Talking Rock. SR 5 Alt. was extended on the former path of SR 5. In 1986, it was decommissioned.
N5 road (Ireland)
An stretch of standard single carriageway between Strokestown and Longford commenced construction in September 2001 and was officially opened on May 10, 2004 at a cost of €21 million. The project includes two river bridges, one rail bridge, 500 metres of culverts and 600,000 cublic metres of earthworks - including excavation of 350,000 cubic metres of peat.
Georgia State Route 5
Between April and October 1940, SR 5 was established on a segment from SR 16 in Whitesburg to Douglasville. There was no indication if the two segments were connected via concurrencies with US 78/SR 8 from Douglasville to Austell and SR 6 from Austell to Powder Springs. By the end of the year, SR 5 was extended from Whitesburg west-southwest to US 27/SR 1 in Roopville, northwest to Bowdon, south-southwest on a concurrency with SR 100, then southwest solely to the Alabama state line. Between the beginning of 1945 and November 1946, the portion north-northeast of Bucktown and the portion from the south-southeastern part of Bowdon to the Carroll–Douglas county line were indicated to be "projected mileage". Two segments of the highway were hard surfaced: a portion south-southwest of Bowdon and the northern part of the Powder Springs–Marietta segment. By February 1948, three segments had a sand clay or top soil surface: from the Alabama state line to a point south-southwest of Bowdon, the northern two-thirds of the McWhorter–Douglasville segment, and the southern part of the Powder Springs–Marietta segment. By April 1949, the segment from Alabama to Roopville was shifted southward to a more direct path.
New York State Route 5
Soon after the end of the American Revolution in 1783, a surge of westward migration into Central and Western New York began. At the time, most travel west of the Albany area was by water. While rudimentary roads were laid out following the Mohawk River, there were no major land routes west of Fort Schuyler (present day Utica), except for an old east–west Iroquois trail that was a simple footpath. By the late 1780s many companies began to set up their operations in the new settlements in the Central and Western New York. As a result, there was a clamor for the building of a main road running west from Utica.
On March 22, 1794, the New York State Legislature passed a law calling for the laying out and improvement of a public road from old Fort Schuyler on the Mohawk River to the settlement of Canawaugus on the Genesee River, in as straight a line as the topography of the land would allow. This road was officially known as the "Great Genesee Road" and is one of the earliest state roads in New York, intended to provide access to the New Military Tract. As planned, it generally followed the old Iroquois trail through Oneida, Manlius, Onondaga Valley (south of modern Syracuse), Skaneateles, Auburn, Seneca Falls, Geneva, and Canandaigua before ending at the Genesee River. Four years later, another legislative act authorized the extension of the Genesee Road to Buffalo.
Alabama State Route 5
Maintenance by the Alabama Highway Department was extended southeast from Natural Bridge to SR 5 near Jasper by 1957. In that year, in the renumbering of the state highways of Alabama, substantial changes were made to the route of SR 5. Both portions of it that had been concurrencies with US 43 – south of Thomasville and north of Phil Campbell – became SR 13, which essentially became the unsigned partner to US 43 across the state. SR 13 used a shorter highway between Bankston and Haleyville, joining SR 5 at Natural Bridge and making the north end of SR 5 an overlap with SR 13. US 43 has never been moved to this route.
List of former state routes in Georgia (U.S. state)
State Route 754 (SR 754) was a state highway that existed in Cobb and Cherokee counties. The roadway that would eventually become SR 754 was established at least as early as 1919 as part of SR 5. SR 5's path between Marietta and northeast of Canton was shifted onto Interstate 575 (I-575), replacing SR 713 on that path. The portion between Marietta and west-northwest of Lebanon was redesignated as SR 754. In 1986, the southern terminus was truncated to just north of Piedmont Road north of Marietta. The next year, the southern terminus was re-extended to the northern terminus of SR 5 Spur. In 1991, the northern terminus was truncated to SR 92 southwest of Woodstock. In 1995, the southern terminus was truncated to just south of the Cobb–Cherokee county line. In 1997, the southern terminus was truncated to the county line itself. In 2003, the highway was decommissioned.
Interstate 85 in Georgia
On March 30, 2017, a fire started at approximately 6:15 p.m. in a storage area under the highway along Piedmont Road in the Piedmont Heights area of Midtown Atlanta. This caused the collapse of a section of I-85 northbound. The highway in both directions needed to be demolished and replaced. According to the Georgia Department of Transportation, the work was completed ahead of schedule. Both the north and south bound portions of the interstate were open by May 15, 2017, a month ahead of expectations.
Georgia State Route 8
The following segments of SR 8 are included as part of the National Highway System, a system of roadways important to the nation's economy, defense, and mobility:
SR 8 was established at least as early as 1919 on its current path, except for the Lawrenceville–Athens segment going through Winder, and the segment from Hartwell to the South Carolina state line traveling to the east-northeast. At this time, SR 34 was established from Carrollton to Villa Rica. By the end of September 1921, SR 16 was established from the Alabama state line to Carrollton. By October 1926, US 78 was designated on the path of SR 8 from the Alabama state line to Decatur and a segment west-southwest of Athens. US 29 was designated on SR 8 from Atlanta to the South Carolina state line. SR 16 from Alabama and Carrollton and SR 34 from Carrollton to Villa Rica were redesignated as a southern branch of SR 8. An unnumbered road was established from US 29/SR 8 in Hartwell east-southeast to the South Carolina state line, at a point just south-southeast of the current eastern terminus of SR 8. Four segments had a "completed hard surface": from northwest of Atlanta to Decatur, the eastern two-thirds of the Gwinnett County portion of the Decatur–Lawrenceville segment, from northwest of Watkinsville to the northeast part of Athens, and the eastern part of the Royston–Hartwell segment. By October 1929, US 19 was designated on the Atlanta–Lawrenceville segment. The Decatur–Lawrenceville segment had a completed hard surface.
Minnesota State Highway 5
When Highway 5 was slated for expansion in 1956, the construction threatened to demolish the remains of Historic Fort Snelling, near the confluence of the Mississippi and Minnesota rivers. As a result of public outcry, the highway was built in a short tunnel underneath the Fort Snelling site, sparing the fort from destruction. This effort led to archaeological research into the remains of Fort Snelling and its eventual rebuilding as a state park.
Washington State Route 531
Construction of the new I-5 overpass began in August 2004 and was completed in December 2005, expanding the highway to six lanes and adding bicycle lanes and sidewalks. The old overpass, which had been built in 1968, was demolished in May 2005 after the completion of the new bridge's northern side. The new bridge opened in time to serve a new shopping center on the southwest side of the interchange, which contributed to an increase in traffic and collisions. The second phase of the project, a loop ramp channeling westbound traffic onto southbound I-5, began construction in March 2009 and was opened on August 28, 2009, six months ahead of schedule. The rest of the interchange project, including ramp meters and improved intersections, was completed in July 2010. The project's total budget was $33 million (equivalent to $ in dollars), but only cost $23.5 million to construct due to cost savings in engineering and project bidding.
A5 road (Zimbabwe)
The highway was the biggest and fastest road construction contract ever undertaken in Zimbabwe. 
Its construction began on 14 May 2001 and handed over to the Ministry of Transport on 29 November 2001 for commissioning.
Georgia State Route 5
State Route 5 Spur (SR 5 Spur) is a spur route of SR 5 that exists mostly within the city limits of Marietta. It starts at Church Street in the north-central part of the city. It travels to the north-northeast and has a partial interchange with US 41/SR 3/SR 5 (Cobb Parkway). It curves to the northeast and has an interchange with I-75/SR 5. The freeway portion of the highway ends at an intersection with the northern terminus of Sandy Plains Road and the southern terminus of Guffin Lane. The highway curves to the north-northwest and intersects Canton Road. SR 5 Spur travels on Canton Road for about one block. Just south of Kurtz Road, it reaches its northern terminus.
Georgia State Route 5
State Route 5 Connector (SR 5 Conn.) is a connecting route the partially exists in Kennesaw. It starts at the intersection of Barrett Parkway and US 41/SR 3 in Kennesaw, less than northwest of where the SR 5 main line crosses the same two highways. SR 5 Conn. heads northeast, locally known as Ernest W. Barrett Parkway on both sides of that intersection, and crosses Interstate 75 (I-75) just before passing by Town Center Mall. The connector terminates just east of its interchange with I-575/SR 5, where the roadway continues east as Piedmont Road.
Georgia State Route 5
The roadway that would eventually become SR 5 Spur was proposed between 1961 and 1966 as SR 705 from SR 5 southwest of Marietta to SR 5 in southern Cherokee County. By 1973, the interchange with I-75 and a short piece of SR 705 northeast of it were built. In 1976, SR 705 between I-75 and the northern intersection with SR 5 was built as SR 5 Conn. In 1984, SR 5 Conn. was redesignated as SR 5 Spur. SR 5's path north of Marietta was shifted westward, onto I-75 and I-575, replacing all of SR 705. Between 2004 and 2013, SR 5 Spur was extended to Church Street.
Florida State Road 528
In November 1964, the OOCEA and SRD signed an agreement where the OOCEA would build the road, and then turn it over to the SRD, which would operate and maintain it, giving toll revenue to the OOCEA. Construction of the $6.8 million (equivalent to $ in ) project began in early 1966, with groundbreaking at the location of the present Dallas Boulevard interchange (exit 24). The road was dedicated on July 14, 1967, at the toll plaza just east of SR 15, and the remaining section (Orange Blossom Trail to Orange Avenue) opened nine days later. The OOCEA board had voted to name it after Martin Andersen in December 1966, and in 1967 the Florida Legislature passed this designation into law.
New Jersey Route 5
In the 1927 New Jersey state highway renumbering, Route 10 was renumbered to Route 5. Plans at the time were to build a new alignment from east of Ridgefield to Little Ferry southeast of Hackensack and form Route S5 (now Route 93) along the old road from Little Ferry to Ridgefield. The new Route 6 would share the alignment of Route 5 from Paterson to west of Hackensack, where it would turn southeast onto a new alignment to Little Ferry, then run with Route 5 again to east of Ridgefield and split onto its own alignment to the George Washington Bridge.
Georgia State Route 5 Spur
Georgia State Route 5 Spur may refer to:
U.S. Route 278 in Georgia
In 1940, a portion west-southwest of Dallas was completed. By the beginning of 1941, two segments were completed: the western part of the Alabama–Cedartown segment and the Rockmart–Dallas segment. Between the beginning of 1945 and November 1946, the entire segment of SR 6 from Alabama to Austell was hard surfaced. Between June 1954 and June 1955, US 278 was designated on SR 6 from the Alabama state line to Austell, US 78 from Austell to the South Carolina state line, SR 8 from Austell to just east of Atlanta, and SR 12 from east-southeast of Avondale Estates to the South Carolina state line. By June 1955, Gordon Highway was established around the southwest side of Augusta and proposed to the 5th Street/Gwinnett Street intersection. It began on US 78/SR 10/SR 12 (with US 278 newly designated on it) west-southwest of Augusta to US 25/SR 121 south of the city. No numbered highways were indicated to be designated on it, so US 1/SR 4 remained on its previous path. It had an interchange with US 25/SR 21. US 1/US 78/SR 4/SR 10/SR 12 split off of the US 78/US 278/SR 10/SR 12 concurrency just north-northeast of Gwinnett Street, where US 278 reached its eastern terminus. It traveled north-northeast to Calhoun Street, east-southeast to 5th Street, and resumed its 5th Street path, albeit on a more southern starting point. By the middle of 1957, Gordon Highway was completed around the southern and eastern sides of Augusta to 5th Street just north-northeast of Gwinnett Street in the city. US 1/US 25/US 78/US 278 was shifted onto the highway, with SR 4/SR 12 and possibly SR 10 remaining on Milledgeville Road, Twiggs Street, 7th Street, and Broad Street.
Georgia State Route 5
State Route 5 Connector (SR 5 Conn.) was a connecting route of SR 5 that existed mostly in the north-central part of Marietta. Between 1954 and 1957, it was established from SR 3 (Church Street) in Elizabeth to US 41/SR 3E in Marietta. In 1984, it was decommissioned.
Interstate 69 in Indiana
Construction on Section 5 to upgrade SR 37 through Bloomington to Martinsville to Interstate standards at a cost of $425 million was completed October 31, 2018. Under a public-private partnership, I-69 Development Partners was originally responsible for construction of the section. However, the partnership experienced multiple delays from the original completion date of October 2016 due to financial and other difficulties, including several work stoppages by subcontractors who cited a lack of being paid in the agreed to manner by the private group. On August 14, 2017, the State of Indiana terminated the P3 arrangement with I-69 Development Partners, citing default on the contract terms and construction being delayed two years from the initial October 2016 completion deadline. INDOT assumed direct oversight of Section 5 construction, and contracted with Walsh Construction to serve as the prime contractor for the remainder of the project. Walsh is overseeing several subcontractors retained from the I-69 Development Partners P3 arrangement that are performing the earthworks, structure erection, paving, and other work to complete Section 5. As work wrapped up, the FHWA approved the designation of the highway as Interstate 69 up to Martinsville on September 18, 2018 and signage was installed.
Georgia State Route 98
The highway that would eventually become SR 98 was established at least as early as 1919 as part of SR 36 between Comer and an intersection with SR 8 in Danielsville and an unnumbered road from Danielsville to Commerce. Near the end of 1930, SR 36 was extended along the previously unnumbered road from Danielsville to Commerce. Just over a year later, SR 98 was designated from Maysville to Homer. A few months later, this segment had a "sand clay or top soil" surface. Five years later, SR 98 was extended southeast to Commerce. In 1940, the Comer–Danielsville segment had a "completed hard surface". In the middle of 1941, a bypass of Danielsville on its western side was built. It started at SR 36 northwest of the city and ended at US 29/SR 8 northeast of it. Later that year, this bypass had a completed hard surface. Also, the Comer–Commerce segment was redesignated as part of SR 98. The next year, the Ila–Commerce segment had "completed grading, not surfaced". In 1943, an eastern bypass of Danielsville had been built. It started at SR 98 southeast of the city to US 29/SR 8 northeast of it. Its northern terminus met the northern terminus of the western bypass. The entire length of this eastern bypass, and the northern half of the Danielsville–Ila segment, had a completed hard surface. The next year, the Ila–Commerce segment was under construction. By the end of 1946, SR 98 through Danielsville had been moved to the western and eastern bypasses. Its former path through the city had been redesignated as SR 98 Conn. southeast of the city and SR 8 Conn. northwest of the city. A few years later, SR 98 Conn. was extended through the city of Danielsville, absorbing the entire length of SR 8 Conn. In the early 1950s, SR 98 was restored to its former path through Danielsville, thus taking over the entire path of SR 98 Conn.; this necessitated a removal of the bypass around the city. Between 1957 and 1960, SR 98 was extended northwest of Homer along Yonah Homer Road and then west on Mt. Sinai Road to meet SR 51 east of Lula. In 1988, this extension was decommissioned.
Interstate 5 in California
Construction began in the early 1960s. There were just three phases for the . The first phase, completed in 1967, ran from the San Joaquin County line to Los Banos. The second phase, completed in 1972, extended the freeway south to Wheeler Ridge and connected it to SR 99. The freeway then started to see traffic, as in Stockton there were only between the West Side Freeway and the Golden State Highway. The third phase, completed in 1979, extended the freeway to Sacramento and connected it to the northern I-5.
Interstate 515
The freeway, which began construction in 1982, is a continuation of the Oran K. Gragson Freeway (named for the former Las Vegas mayor who advocated for the construction of the then Las Vegas Expressway) which ran primarily along the former West Fremont Street alignment between Las Vegas Boulevard and Rainbow Boulevard. The spur was completed southeast to Charleston Boulevard (SR 159) in 1984, to Tropicana Avenue (SR 593) in 1986, to Russell Road in 1988, to Lake Mead Parkway (SR 564) (then known as "Lake Mead Drive," SR 146 west and SR 147 east), in 1990, and finally to just south of Boulder Highway in 1994 at an at-grade intersection with Paradise Hills Drive (which was eventually removed.)
The I-515 designation was first approved by the American Association of State Highway and Transportation Officials (AASHTO) on July 12, 1976, from the I-15 interchange to the junction of US 93 and US 95 (at Boulder Highway, current exit 70). On December 7, 1984, AASHTO approved the southeasterly extension of the route to its current terminus near Boulder City. Even though the route number was approved prior to the highway's construction, I-515 was not consistently signed until after the freeway was completed down to its current southern terminus north of Railroad Pass in 1994.
Prior to the completion of the freeway, US 93 and US 95 originally followed Fremont Street / Boulder Highway from Downtown Las Vegas southeast through Henderson towards to Boulder City. Boulder Highway was signed as a business route of US 93/95 after the freeway was completed, but that designation has since been removed; it is now just State Route 582.
Georgia State Route 5
On March 28, 1988, SR 5 was designated as "Chieftains Trail" between Canton and Ellijay.
List of former state routes in Georgia (U.S. state)
State Route 719 (SR 719) was a proposed state highway. Between the beginning of 1979 and March 1980, it was proposed from SR 5 south-southwest of Ellijay to US 76/SR 5 northeast of that city. In 1981, SR 719 was under construction. In 1983, SR 5 in Gilmer County was shifted eastward, replacing the proposed path of SR 719.
Interstate 5 in Washington
A municipal traffic plan from 1946 outlined designs for a north–south freeway through Seattle that was later refined into the early concepts for Interstate 5 in the 1950s. A design from 1954 proposed an eight-lane facility from Downtown Seattle to Ravenna that would cost $194 million to construct. Alternate plans would have placed the freeway further east on 12th Avenue in Capitol Hill or along Empire Way, which would later be used for the R. H. Thomson Expressway. A larger, twelve-lane freeway through Downtown Seattle with a reversible express lane system was announced in April 1957 ahead of a series of public hearings. The proposal received a mix of strong support and criticism from members of the public, while the city government endorsed the plan with a caveat that right of way along the freeway be reserved for use by rapid transit. The twelve-lane design, sans transit, was approved the following year by the Bureau of Public Roads, allowing for property acquisition to begin. A dedicated office was created to handle property acquisition, which would require 4,500 parcels of land, and 10 percent were condemned by the government.
Interstate 595 (Florida)
In the early 1980s, I-595 was planned to be partially a toll highway to cover its cost of construction. By the time construction started on July 26, 1984, the tolls for the highway vanished, and it was built with only minor changes in its route. The first section, between I-75 and Hiatus Road opened in May 1988, with the section between Florida's Turnpike and US 1 opening on February 24, 1989, and the last section, connecting the disjointed sections opening on October 21, 1989. The highway was designated as I-595 on June 11, 1990, and the Rainbow Interchange with I-95 was completed on March 22, 1991, the last unfinished interchange of the original plan.
The portion of the highway between I-95 and US 1 follows the right of way of the Port Everglades Railroad tracks that had previously run from the CSX railroad to Port Everglades.
Georgia State Route 5 Connector
Georgia State Route 5 Connector may refer to:
Interstate 85 in Georgia
Originally constructed as a four- to six-lane expressway in the 1950s, the stretch of I-85 between the southern merge with I-75 and North Druid Hills Road was reconstructed as part of the Georgia Department of Transportation's Freeing the Freeways program. This project included rebuilding all overpasses, new HOV-ready ramps (with the system implemented in 1996), and a widening of freeway capacity. Concurrent with this project was the construction of the Civic Center MARTA Station as part of the West Peachtree Street overpass, which opened in December 1981.
Georgia State Route 332
The roadway that would eventually be designated as SR 332 was established at least as far back as 1919 as a part of SR 11, which traveled from Jefferson to Gainesville. By the end of 1926, US 129 had been designated along this highway. In 1942, this entire length of US 129/SR 11 was paved. By the middle of 1955, an unnumbered roadway was constructed between the Braselton area and Gainesville. By the middle of 1960, this roadway was designated as SR 60. By the middle of 1963, SR 332 was built, and paved, from its southern terminus to its current southern intersection with SR 60. Prior to 1966, SR 332 was extended to its northern terminus in Oakwood, with the segment from the intersection with Weaver Road, southwest of Candler, to Oakwood, paved. Later that year, the remaining segment, from Weaver Road to Candler, was paved.
Interstate 5 in Oregon
I-5 was designated in 1957 and replaced U.S. Route 99 (US 99) for most of its length, itself preceded by the Pacific Highway and various wagon roads. The freeway incorporated early bypasses and expressways built for US 99 in the 1950s, including the Baldock Freeway from Portland to Salem, and additional bypasses were built using federal funds. The last segment of I-5, on the Marquam Bridge in Portland, was opened in October 1966 and the whole highway was dedicated later that month. The freeway remains parallel or concurrent to Oregon Route 99 (OR 99) and its spur routes, running along former segments of US 99 that were bypassed by I-5, from Ashland to Portland.
Georgia State Route 2
By the end of 1953, nearly all of the Ringgold–Varnell segment of SR 2 was hard surfaced. By the middle of 1957, a short section northeast of Blue Ridge was paved. By the middle of 1960, about half of the Varnell–Cisco segment was paved. Between 1963 and 1966, the entire section from Higdon to SR 5 was paved. In 1970, the entire segment west of Gregory was paved. By 1974, the segment between Cisco and Higdon was impassable due to rock slides. In 1986, SR 2 was re-routed south-southwest along US 411/SR 61 from Cisco to Chatsworth, where it began a concurrency with US 76/SR 52. US 76/SR 2/SR 52 traveled to the east and southeast into Ellijay, where SR 52 departed the concurrency. US 76/SR 2 turned left onto SR 5. They entered Blue Ridge. Here, SR 5 departed the concurrency, and US 76/SR 2 headed east as previously. In 1989, SR 515 was designated along US 76/SR 2 as it travels today.
Georgia State Route 5
SR 5 was established at least as early as 1919 from SR 3 in Marietta to the Tennessee state line north-northwest of Blue Ridge. SR 8 was established at this time on the path of SR 5 from Douglasville to Austell. By the end of 1926, US 78 was designated on SR 8 between Douglasville and Austell. The Pickens County portion of the Canton–Jasper segment of SR 5 had a "completed hard surface". Two segments had a "completed semi hard surface": the Cherokee County portion of the Canton–Jasper segment and the southern half of the segment from Blue Ridge to the Tennessee state line. Two segments had a "sand clay or top soil": the Douglasville–Austell segment of US 78/SR 8 and the Cherokee County portion of the Marietta–Canton segment of SR 5. Two segments were under construction: the Jasper–Ellijay segment and the northern half of the Blue Ridge–Tennessee segment. By the end of 1929, two segments had a completed hard surface: a small portion just north of the Cobb–Cherokee county line and from a point northeast of Canton to just north of the Pickens–Gilmer county line. Two segments had a completed semi hard surface: nearly the entire Gilmer County portion of the Jasper–Ellijay segment (except for the extreme southern part) and the northern half of the Blue Ridge–Tennessee segment. The Ellijay–Blue Ridge segment was under construction.
Georgia State Route 365
Between 1955 and 1957, a freeway (presumably I-85) was under construction from northeast Atlanta northeast to Suwannee, paralleling US 23/SR 13. Between 1957 and 1960, I-85 was completed as far north as what is now known as SR 317, which is located just southwest of what is now the southern terminus of I-985/SR 365, and by 1966, it was completed northeast of Atlanta within the state. In 1966, SR 365 was being projected as a freeway from its current southern terminus northeast and curving around the southeastern side of Gainesville. In 1969, the whole freeway section, with the exception of the southernmost portion from I-85 to US 23/SR 20, was completed. Also, the entire completed section was designated as SR 365. The next year, the southern-most segment was completed. By 1979, the SR 365 freeway was listed as "under construction" from the northern terminus of the freeway northeast to US 23/US 441/SR 15 near Cornelia.
Georgia State Route 5
State Route 5 Alternate (SR 5 Alt.) was a short-lived alternate route of SR 5 that existed in the central part of Gilmer County. In 1983, SR 5 in the Ellijay area was shifted eastward. US 76/SR 282 was extended southeast to East Ellijay to rejoin it. This shifting of SR 5 replaced SR 719. The former path of SR 5 was redesignated as SR 5 Alt. In 1985, it was decommissioned. Its southern portion was redesignated as an eastern extension of SR 382.
Georgia State Route 5 Business
Georgia State Route 5 Business may refer to:
Motorway 5 (Greece)
As of December 2016, the 25 km Kouvaras interchange - Amfilochia interchange (Amfilochia bypass) segment has been completed. It should have been opened by July 2016, but because of landslides just before the Amfilochia interchange, it was opened in 27 December 2016 by the minister Christos Spirtzis. Also, the 37 km long section Kampi (Filippiada interchange) - Avgo was opened to traffic in 22 February 2017 by the minister of infrastructure Christos Spirtzis, however without the connection with the Egnatia Odos, which was completed in August 2017. The latter was one of the most difficult motorway segments under construction in Greece because of the rugged mountainous terrain along its route. The most important tunnel of the motorway, the Klokova Tunnel, has been excavated and other works are undergoing. The 37 km section Klokova-Kefalovryso was opened to traffic on 12 April 2017 (without some of the interchanges, which are ready by August 2017). In early September 2016, It was announced that the rest of the expropriation works were successfully settled with the house owners receiving compensations for their respective areas, thus allowing full construction of the road.
Georgia State Route 5
State Route 5 Spur (SR 5 Spur) was a spur route of SR 5 that existed in the central part of Marietta. In 1969, it was proposed to be established from SR 5 (Powder Springs Street) north-northwest to Polk Street. Between 1966 and 1973, it was actually established on this proposed path. By 1984, it was decommissioned.
List of former state routes in Georgia (U.S. state)
State Route 713 Spur (SR 713 Spur) was a proposed spur route of SR 713. Between the beginning of 1979 and March 1980, it was proposed from SR 5 to SR 713 at the northern terminus of Interstate 575 (I-575). In 1981, SR 5's path from south of Nelson to southeast of Talking Rock was shifted westward, replacing SR 713 Spur.
Georgia State Route 5
In 2005, the interchange between SR 5 and SR 515 in Blue Ridge was designated as the "A. L. Stepp Interchange".