If you’ve ever driven through Peachtree City, you already know the intersection of Highways 54 and 74 is a mess. At times, it’s not so much a road. It’s a parking lot with turn signals.

To address the problem, the Georgia Department of Transportation (GDOT) has moved forward with a major redesign centered on a concept known as a Displaced Left Turn, or DLT. Instead of waiting at the main intersection to turn left, drivers traveling north and south on Highway 74 will make that turn earlier, crossing over to the opposite side before the main intersection and continuing through the light without stopping.

According to GDOT’s official project site, the goal is to improve safety and reduce congestion without major new lanes or disruptive right-of-way acquisition. Whether that promise holds remains to be seen for the 60,000 vehicles that pass through daily.

Some of the loudest doubts center on Highway 54 and the commute between Coweta and Peachtree City. Since the redesign seems to focus primarily on north to south movement along Highway 74, many remain unconvinced that the DLT will meaningfully improve eastbound or westbound traffic.

That skepticism has opened the door to alternative ideas, and one in particular is gaining traction:

What if we built a bridge over Highway 74?

It might sound far-fetched, but for some in the community, it’s a serious proposal with real potential.

Given the state of the intersection, big ideas like that deserve a closer look.

The History Of The Bridge

The concept of a bridge at 54 and 74 is not a new idea. It has appeared in multiple engineering studies and long-range transportation plans.

One of the most detailed examinations came in a 2014 corridor study by Pond and Company. The report looked at several options for reducing congestion between MacDuff Parkway and Flat Creek Road. Among the most ambitious was a grade-separated interchange at the 54 and 74 intersection that would allow one highway to pass over the other and eliminate the main conflict point entirely.

The idea has also found footing in local politics. Councilman Clint Holland has been one of its most vocal supporters. He made support for a separated road system at the intersection a key part of his platform during his successful 2022 campaign and reaffirmed that commitment in 2025 when he announced his bid for reelection to Post 3. Holland has described the current GDOT redesign as a step in the right direction but ultimately incomplete. In his view, the bridge remains a long-term solution worth serious consideration.

Would A Bridge Actually Help?

In theory, yes—and in a big way. A bridge at 54/74 could dramatically improve traffic conditions by eliminating the need for vehicles to stop at a signal. That kind of uninterrupted movement would be one of the most effective ways to reduce congestion.

From a safety standpoint, bridges at interchanges have also demonstrated significant benefits. For instance, a 2014 GDOT study reported that converting the at-grade intersection at SR 316 and US 78/SR 10 in Oconee County to a grade-separated interchange led to a 75% reduction in total accidents at that location. This is because grade-separated designs eliminate crossing conflicts, reduce the number of traffic signals, and streamline vehicle movements, which in turn lowers rear-end and angle collisions.

A bridge could also improve long-term efficiency. With traffic volume only expected to increase in the coming years, a permanent structure designed to handle higher capacity would give Peachtree City congestion relief that isn’t just reactive, but future-ready. For drivers headed straight through the intersection, a bridge could shave significant time off daily travel.

In short, if a bridge were built and built well, it would probably work. 

But that idea quickly runs into some hard realities.

The Barriers To A Bridge

First, there are serious space limitations. The land around 54 and 74 is already densely developed with commercial shopping centers, utilities, and existing road infrastructure packed tightly around the intersection. Building a bridge would require taking private property, reconfiguring major access points, and likely displacing existing businesses. That means lengthy legal processes and community disruption before a single beam of concrete is even set in place.

Second, the price. Based on similar GDOT projects where land acquisition, bridge construction, and utility relocation are required, a grade-separated interchange at 54 and 74 would likely cost between $50 and $70 million. That number could climb even higher depending on how many commercial properties would need to be purchased or demolished to make room. For comparison, the current DLT project is expected to cost about $22 million.

Third, there is the question of character. A bridge wouldn’t just change traffic patterns. It would reshape the visual identity of one of Peachtree City’s busiest locations. Large-scale structures like elevated bridges bring an urban feel that does not align with the village-style planning the city has long prioritized.

Other cities have faced similar trade-offs. In Roswell, a 2024 proposal to demolish an 1859 Masonic Lodge to make way for a $20 million parking deck sparked sharp backlash. Residents and community leaders saw it not just as the loss of a building but as a threat to the town’s charm and small-scale identity. “History is what makes Roswell special,” former Mayor Jere Wood said, urging the city to protect its character rather than trade it for modern infrastructure.

The 54 and 74 intersection may not be historic, but Roswell’s concerns still resonate. Any solution that fixes traffic could create new problems of its own. For Peachtree City, that could mean a stark, imposing structure out of sync with the surrounding environment and our long-term vision.

The Real Solution Is Beyond Peachtree City’s Borders

Ultimately, the traffic nightmare at the intersection of Highways 54 and 74 is not a problem Peachtree City can solve on its own. 

According to a 2020 GDOT study, more than half of the vehicles traveling on Highway 54 during peak hours are not local to the city. Much of the congestion comes from drivers commuting between Coweta and Fayette counties who are simply passing through. That means improvements like the DLT project, while helpful, do not address the root cause of the traffic problem. A real long-term solution to address demand and driving behaviors requires regional coordination and broader strategic planning.

One of the most widely discussed solutions is a northside bypass that would divert traffic away from the 54 and 74 choke point. GDOT listed the idea as a future consideration in its long-range plans, but it has not progressed beyond the conceptual stage. A key reason for the stall is the lack of regional consensus. Tyrone Mayor Eric Dial has voiced strong opposition to any route that would direct traffic through or near his city, citing valid concerns about its impact on the city’s small-town character.

A potential partner in discussing solutions is the Atlanta Regional Commission (ARC), which serves as the regional planning agency for metro Atlanta counties, including Fayette and Coweta. The ARC could help us bring stakeholders to the table, prioritize a regional fix with long-range transportation plans, and facilitate funding opportunities.

However, ARC’s past involvement in our area has been controversial. Some of our past leaders have clashed with ARC’s regional planning models, which emphasize density, mixed-use nodes, and mass transit expansion. The most visible point of conflict has been public transportation. In 2018, Fayette County declined to join the new Atlanta Transit Link Authority with county commissioners and residents expressing concern that it would open the door to MARTA expansion or large-scale bus infrastructure that didn’t suit the area’s character. ARC, by contrast, has long promoted regional transit as a solution to congestion and sprawl.

Where This Leaves Us

In the end, there is no easy answer. Our current construction project may offer some relief, but it is unlikely to fully untangle the traffic mess that is 54 and 74. A bridge might solve the problem on paper, but the logistical, financial, and political hurdles are real and steep. Regional solutions like a northside bypass hold long-term promise, but they remain stuck in limbo without broader buy-in from the state and neighboring communities.

That leaves Peachtree City facing a challenge familiar to many growing towns. How does it protect its character while adapting to regional demands it cannot control?

Progress might come through new projects, stronger partnerships, or outside coordination. Involving a group like ARC could help but would need to earn our trust and communicate its ideas persuasively.

Regardless of ARC’s involvement, the problem is too big for Peachtree City to solve alone. Real solutions will require a shared vision among local and regional leaders and the commitment to follow through.

Who’s going to lead that big idea?