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 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.