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41-771: Interstate 575 ( I-575 ) is an auxiliary Interstate Highway in the United States , which branches off I-75 in Kennesaw and connects the Atlanta metropolitan area with the North Georgia mountains , extending 30.97 miles (49.84 km). I-575 is also the unsigned State Route 417 ( SR 417 ) and is cosigned as SR 5 . I-575 begins in northern Cobb County near Kennesaw and goes mostly through Cherokee County , ending at its northern border with Pickens County , where it continues as SR 515 . It

82-544: A county route, and which connected in the community of Birmingham with today's New Bullpen Road and then Union Hill Road to meet SR 20 east of Canton . By 1966, the Fulton County portion was unchanged, but the portion of today's route from Free Home to Ball Ground and SR 5 had been added as a connecting county route. It was 1969 before the entirety of the route had been mapped as connecting routes on Georgia state highway maps; however, no state route designation

123-474: A place where the highway mileage resets to zero. Beltways are also preceded by an even number in the first digit. Some examples of beltways include: Georgia State Route 372 SR 372 begins at an intersection with SR 140 , locally known as Arnold Mill Road, in Crabapple area of western Alpharetta , a predominately residential area of north Fulton County . After initially heading east,

164-627: A sequential exit numbering system to a mileage-based exit numbering system. The road was last repaved in mid-2009, with funds from the American Recovery and Reinvestment Act of 2009 . In February 2006, GDOT let two bids to add auxiliary lanes in both directions on the road shoulder , in between two pairs of short-spaced exits. The larger project was in Woodstock between SR 92 and Towne Lake Parkway, where nearly $ 2 million (equivalent to $ 2.91 million in 2023) were spent. This

205-458: A state. There are three states that have no auxiliary Interstate Highways: Alaska, Arizona, and New Mexico. North Dakota has an auxiliary route, but it is unsigned , and Wyoming's does not meet Interstate Highway standards. Auxiliary Interstates are divided into three types: spur , loop , and bypass routes. The first digit of the three digits usually signifies whether a route is a bypass, spur, or beltway. The last two digits are derived from

246-967: Is also the Phillip M. Landrum Memorial Highway in honor of Phillip M. Landrum (1907–1990), who was a Representative from Georgia . It is entirely concurrent with Georgia State Route 5 . For almost all of its length, I-575 has two lanes in each direction, with a road median of grass, along with crape myrtle (a locally-common landscaping tree) or wildflowers , both of which are summer-flowering. Each direction has one truck lane for climbing uphill (miles 12 to 13 northbound, miles 10 to 9 southbound), two extended acceleration lanes (north from Towne Lake Parkway and south from Marietta Highway), and two auxiliary lanes (connecting Bells Ferry and Chastain Roads). The city of Holly Springs recently annexed land to Sixes Road. Other cities that have annexed I-575 include Canton and Ball Ground . I-575 crosses

287-646: Is effective because it eliminates the use of traffic signals for two left-turning lanes thereby reducing traffic buildup on the two-lane road in front of Canton Place. The southern part of I-575 was slated to be widened to a total of six through lanes in the next few years, as part of the Northwest Corridor Express Lanes plan from the Georgia Regional Transportation Authority (GRTA). The extra lane in each direction would extend up to Sixes Road and

328-557: Is now cosigned throughout its length with SR 5, which was completely removed from its former alignment in 1985–1986 over a nearly 70-mile (110 km) stretch from Marietta all the way to north of Ellijay —far beyond the I-575 terminal point. SR 205 was also deleted when I-575 opened in Cherokee County in 1985, returning what is now the northernmost part of Bells Ferry Road to local responsibility. Part of its old route

369-495: Is part of the National Highway System , a system of routes determined to be the most important for the nation's economy, mobility, and defense. I-575 was mostly constructed as a suburban spur highway, intended to serve an undeveloped area for future settlement, rather than as one to relieve traffic or to link I-75 to an existing city or large town (On the other hand, I-985 was built as a link between I-85 and

410-546: The Appalachian Development Highway System . Along this route, SR 5 and SR 5 Alternate (SR 5 Alt) have been abandoned by the state and left to the counties and cities to maintain. The Georgia Northeastern Railroad still follows much of the old route. The I-575 and SR 20 interchange was originally a half trumpet / diamond interchange. Since SR 20 has always been a heavily traveled east–west highway, traffic buildup

451-640: The Little River between Woodstock and Holly Springs and has four bridges over the Etowah River in northeastern Canton as it flows under the southern half of the Riverstone Parkway (former SR 5) exit. It also crosses Noonday Creek between Barrett Parkway and Chastain Road at the northeast corner of Town Center at Cobb regional mall. That stream roughly follows the freeway northward on

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492-500: The unincorporated communities of Free Home and Lathemtown, now locally known as Ball Ground Road. After crossing SR 20 in Free Home and SR 369 about 3 miles (4.8 km) thereafter, the route turns to the northwest and continues into Ball Ground . In Ball Ground, SR 372 intersects SR 5 Business , which terminates at this intersection, and travels north in the direction of Nelson . Just south of Nelson,

533-468: The Ridgewalk commercial development on private land adjacent to the new exit. In addition, the project is part of a greater plan to create a northern bypass of Woodstock, connecting north of downtown to Arnold Mill Road, in theory helping to relieve some of the congestion in the traffic-prone downtown area. The current east–west connection through downtown is restricted to two lanes since recent development

574-843: The average daily traffic load numbers as the route travels north. The traffic load averages start at their high point on the route, with an average of 16,530 vehicles using the short stretch between SR 140 and the start of the Birmingham Highway portion. Those numbers then steadily decrease as SR 372 heads north, going from 9,390 initially down to just over 3,000 as Cherokee County approaches. The average load stays between 3,000 and 3,500 south of SR 20, climbs to 5,500 north of SR 20, and goes up once more to around 6,200 north of SR 369. The area south of, and into, Ball Ground sees an average vehicle load of between 7,000 and 7,500, cresting once more at 8,680 heading north out of downtown towards I-575/SR 5/SR 515. However,

615-634: The east side of the road, passing alongside the northbound ramp to SR 92 and then crossing back under to the northwest just before Towne Lake Parkway. At the Canton and Holly Springs exit, the two city limits meet. Here, the road (old SR 5) was realigned to cross I-575 at a more perpendicular angle when I-575 was constructed. This left two dead-end streets: Hiram Way in Holly Springs and Travis Tritt Lane in Canton. Just north of here, I-575 crosses Univeter Road. The entire length of I-575

656-435: The highway to its present length of 31 miles (50 km), although the northernmost mile (1.6 km) given in this length was not constructed up to Interstate Highway standards since it extends past a surface (at-grade) intersection. This final portion north of Canton was constructed of concrete rather than asphalt , and narrow black lines run on either side of the white lane markings. In 2000, Georgia switched over from

697-562: The main Interstate Highway. For instance, I-115 contains an odd number in the first digit (1), which indicates that this freeway is a spur. The last two digits signify the highway's origin. In this case, the "15" in I-115 shows that it is a supplement to I-15 . Exceptions to the standard numbering guidelines exist for a number of reasons. In some cases, original routes were changed, extended, or abandoned, leaving discrepancies in

738-469: The median. In 2009, the plan was scaled-back to include two reversible lanes on I-75, with one extending up I-575. A new exit (designated exit 9) was approved in October 2005 by GDOT at Ridgewalk Parkway (formerly Rope Mill Road), between Towne Lake Parkway and Sixes Road. Projected to cost $ 22 million, the new exit will consist of a full diamond interchange and a widened overpass, to benefit

779-483: The new road being southbound only. This was objected to by residents who would have been adjacent to the new road. Sixes Road was widened from a two-lane road to a four-lane divided highway west of I-575 to Bells Ferry Road, where it continues into the BridgeMill development. The short section east of I-575, to where it ends at old SR 5, has also been widened to four lanes. In 2013, the bridge crossing over I-575

820-542: The parent route at one end; bypasses , which connect to the parent route at both ends; and beltways , which form a circle that intersects the parent route at two locations. Some routes connect to the parent route at one end but to another route at the other end; some states treat these as spurs while others treat them as bypasses. Like the primary Interstate Highways , auxiliary highways meet Interstate Highway standards (with rare exceptions ). The shorter auxiliary routes branch from primary routes; their numbers are based on

861-489: The parent route's number. All of the supplement routes for Interstate 95 (I-95) are designated with a three-digit number ending in "95": I-x95. With some exceptions, spur routes are numbered with an odd hundreds digit (such as I-395 ), while bypasses and beltways are numbered with an even hundreds digit (such as I-695 ). Because longer Interstates may have many such supplemental routes, the numbers can repeat from state to state along their route, but they will not repeat within

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902-497: The preexisting city of Gainesville .) It has since accelerated land development and population growth in the area far beyond what the Georgia Department of Transportation (GDOT) predicted, essentially causing its own traffic . (After just 20 years, it carried as many cars per day as it was expected to in 40 years.) The first stage of I-575 was constructed in 1979 from I-75 to SR 92 near Woodstock and

943-419: The removal of hillsides, as well as metal walls designed to block noise rather than for their looks. There had also been a plan to put only a half diamond exit on the north side of the road, using Woodstock Parkway on the east side and a new access road on the west side to connect it to Towne Lake, which would then have its ramps on the north side removed. Woodstock Parkway would have become northbound-only, with

984-422: The route turns directly north, changes names from Crabapple Road to Birmingham Highway (named after the small community the route travels through on its way north out of Alpharetta), and heads into the western portions of Milton . SR 372 then angles slightly northeast, and briefly changes names to Birmingham Road as it crosses into Cherokee County , before making a sharp turn to the north and traveling through

1025-411: The route turns to the northwest once more and feeds into I-575 / SR 5 / SR 515 , its northern terminus, just after crossing into Pickens County , where SR 5/SR 515 curve to the northwest just west of downtown Nelson, and just after the end of the freeway. The Georgia Department of Transportation average annual daily traffic (AADT) numbers for the year 2011 show some variety in

1066-415: The same Interstate, some states treat these as bypasses while others treat these as spurs—see Spur route above. A beltway (also known as a loop route ) completely surrounds a metropolitan city, and it is often connected with multiple junctions to other routes. Unlike other auxiliary Interstate Highways (and by extension, all primary Interstate Highways ), beltways do not have termini; however, they have

1107-435: The short stretch that feeds directly into the aforementioned state route only carries 3,900 vehicles per day, illustrating that the feeder route into SR 5 south of Ball Ground sees heavier traffic than this northern spur. The first indications of a roadway following today's routing of SR 372 makes its appearance on Georgia state road maps in 1953, when the portion of the route in Fulton County appears on state maps as

1148-501: The state. The bridge was also a connection to a severed alignment of new Rope Mill Road west of I-575, which originally ran on a north–south alignment from Woodstock to Lebanon before the bridge over the Little River was removed in the early 1990s. The southernmost part of that alignment of Rope Mill Road was realigned eastward through forest land so as to meet Ridgewalk Parkway across from the northern end of Woodstock Parkway. This

1189-516: The system. In other cases, it may not be possible to use the proper number because the limited set of available numbers has been exhausted, causing a "non-standard" number to be used. A spur route 's number usually has an odd number for its first digit. It is usually one of the following: Examples include: Sometimes, a three-digit Interstate Highway branches off from another three-digit Interstate Highway. These spurs do not connect directly with their parent highways, but are associated with them via

1230-472: The three-digit highways they do intersect with. Examples include: A bypass route may traverse around a city, or may run through it with the mainline bypassing. In a typical 3-digit Interstate Highway, bypasses usually have both its two termini junctioned with another Interstate highway. Bypass routes are preceded by an even number in the first digit. Examples include: In the case of an auxiliary Interstate highway which has both ends at Interstates but not

1271-470: Was a common occurrence. When Sembler Properties initiated plans to construct Canton Marketplace in conjunction with a much larger mixed-use plan (Canton Place), developers sought to redesign the interchange for a more effective design. In 2009, work on the new interchange was completed and has a full diamond interchange with one trumpet to I-575 south from SR 20 west and to Main Street from I-575 north. This

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1312-418: Was allowed that blocked one-way Mill Street from being extended eastward (which would have allowed Arnold Mill Road/Towne Lake Parkway to carry only westbound traffic through downtown). During construction of this section of I-575 in the early 1980s, the current overpass was constructed to provide access to private property and the now-defunct Little River Wildlife Management Area, which was later abandoned by

1353-410: Was briefly designated by a state project route number that appeared on maps as SR 754 . This mostly consisted of a widening project planned on the route. The counties along the way did not want to fund it since the route had been state-maintained and then returned to county maintenance in 1986. When Woodstock rejected that widening project (as it would have destroyed its downtown area), SR 754

1394-414: Was done to accommodate the new northbound entrance ramp and opened in early October 2011. The Federal Highway Administration (FHWA) officials had earlier rejected the plan due to its proximity to two other exits. The FHWA later approved the new exit after forcing GDOT to add auxiliary lanes all the way to and from the next exit in both directions, including the cost of widening the Little River bridges and

1435-418: Was extant at the time. Another three years later, the routing as it travels today, through Ball Ground to what is signed as SR 5 Business, was designated as SR 372; the northernmost portion of the route, connecting to what is I-575/SR 5/SR 515 today (which bypasses Ball Ground to its west), was still signed as SR 5 at the time. It was early 1987 before this final stretch of SR 372

1476-438: Was in a mainly grassy area next to a recreational vehicle dealership on the east (northbound) side. On the opposite side, it required a noise barrier wall north of Dupree Road because of its proximity to existing homes. The other bid was for a much shorter distance of just a few yards or meters on the northeast side of Canton, between SR 20 (Cumming Highway) and SR 5 Business (SR 5 Bus, Riverstone Parkway). I-575

1517-539: Was opened to traffic on October 16, 1980. The next section to SR 20 began construction in 1981 and was opened on March 29, 1985, as far north as exit 11 (now mile 20). The section between the original exit 8 (now exit 16A) and exit 10 (now exit 19) was originally part of the Canton Bypass (SR 20), which was constructed in 1978. The final portion of I-575 to past Howell Bridge Road and SR 372 opened later, and that extended

1558-536: Was originally deleted except a portion in Canton designated as SR 5 Bus and another part that joined SR 372 to the new route using part of the old route. Another such SR 5 Bus was added from old SR 5 in Ball Ground in 1989, completing a business loop through Ball Ground that is still largely covered by SR 372. Georgia SR 5 continues northward cosigned with SR 515, Corridor A of

1599-403: Was planned to be an HOV / HOT lane, with special exits at smaller roads that currently do not have any direct access. The GRTA proposes bus rapid transit along the route. There would also be separate new HOV ramps built to southbound and from northbound I-75. That highway was proposed to have eight lanes added to it, with one pair going straight to I-575. All widening on I-575 would be done in

1640-438: Was truncated south of SR 92 , and it was fully turned back in 2001 when the entire project was completed. SR 754 was not signed; however, it continued to appear on Google Maps and other Web mapping services until the mid-2010s. SR 205 has yet to be removed from Google Maps as of 2022 and is still shown on the northern end of Bells Ferry Road. Most of the former SR 5 did not get such treatment, and all of it

1681-535: Was widened to bring it to four lanes. I-575's ramps were also expanded as well. In addition, a larger shoulder was constructed going north from the new Rope Mill exit. Auxiliary Interstate Highway Auxiliary Interstate Highways (also called three-digit Interstate Highways ) are a subset of highways within the United States' Interstate Highway System . The 323 auxiliary routes generally fall into three types: spur routes , which connect to or intersect

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