We are all sensitive to the amount of taxes we pay, and some are
downright upset. Statements similar to the following are frequently
heard: "I pay all these taxes; why can't I get my roads fixed?"
Let's first look at which taxes go to maintain roads. The principal
source of funding for the Genesee County Road Commission (GCRC)
and Michigan Department of Transportation (MDOT), is the Michigan
Transportation Fund (MTF), which is made up primarily of the state
fuel tax and license plate fees. These are also the main sources
of road funds for Michigan's cities and villages.
The state fuel tax is 19 cents a gallon and, thus, represents a
fixed income to those entities.
In fact, if you have purchased a new car in the last few years
that gets better gas mileage than your previous one, odds are you're
driving as much or more than before, but actually paying less in
fuel tax to maintain the roads.
Some federal fuel tax revenues are available, but the bulk of these
go only to MDOT for projects on state highways (freeways and roads
with a 'M', 'I', or 'US' in their name such as M-15, I-75, or US-23).
Many cities and villages supplement their MTF revenues with additional
funds from their general fund or from some other source. They discovered
long ago that the MTF revenues were not sufficient to maintain their
street systems.
Since GCRC is not part of county general government, it has no
general fund or other sources available to dip into.
A common misconception is that property taxes automatically go
for roads. It is true that some of those general funds that a city
or village might use on its streets could be property taxes. It
is also true that if a community chooses to contribute to a specific
GCRC road construction project, it may use some property taxes.
However, by law, property taxes collected by county general government
cannot be given to GCRC for roadwork. Thus, no property taxes are
available to GCRC for snow removal, pothole patching, etc.
Some cities, villages and even townships have passed special millages
for road improvements, but a vote of the taxpayers was necessary.
We do pay a lot of taxes, so where do those
dollars go?
Upon reviewing the latest national data, it is interesting to note
that Michigan ranks among the top states in expenditures per capita
for health, education and welfare. It ranks in the bottom nine in
expenditures per capita for road maintenance and construction. And,
this has been the case for at least 35 years.
Obviously, Michigan's top priorities have not included roads. Thus,
if you travel in another state that appears to have much better
roads, it could be because roads have been higher on that state's
priority list.
It appears that there are three choices:
Spend more on roads and less on welfare, health and education;
raise new revenues for roads; or
put up with our deteriorating road system.
Which do you prefer? In Genesee County, as in most of South East
Michigan, a large part of the problem has been the impact of all
the development that has occurred in recent years. Unfortunately,
road funding does not automatically benefit from development.
Also, Genesee County does not get back all the state-collected
fuel taxes and license plate fees it generates and sends to Lansing.
Click here for more information on road funding.
What can we do
about the traffic congestion problem in Genesee County?
Our roads are becoming more congested because the volumes of traffic
using the roads often exceed the capacity of those roads.
Why not just get the traffic moving much faster so that you get
that many more vehicles through an area in an hour?
If you look at the traffic engineering textbooks, you find that
the optimal speed for moving traffic on a lane of roadway to get
the highest number of vehicles through an area is about 32 mph.
So why not increase in the speed and get even more through? Because
it is important to maintain a safe stopping distance between vehicles,
and as you increase the speed, that distance also increases. At
32 mph, it is theoretically possible to move about 2,000 vehicles
per hour on one lane of pavement. Any faster or slower and the number
is less than 2,000.
In reality, however, we move more than 2,000 vehicles an hour on
some of our major roads. How is that possible? Because people frequently
follow the car ahead much too closely for the speed they are traveling.
This also partially explains why we have so many rear-end accidents.
Obviously, if we could figure out a way to safely run vehicles
very closely together at high speeds, we would do a lot to solve
our road capacity problems. Actually, there is ongoing research
in this area. In the area of Intelligent Transportation Systems
(ITS), much research is taking place on such subjects as collision
avoidance technology that may someday allow this.
Some ITS installations such as FAST-TRAC in Oakland County uses
either video imaging devices or pavement "loops" connected
to computers to continuously monitor the flow of traffic through
an intersection. The video imaging devices use video images of the
intersection to automatically count vehicles in the intersection.
The loops are wires buried in the intersection pavement which sense
the number of vehicles driving over them. Both methods send second-by-second
data to a computer which then adjusts the signal cycle in "real
time" to best meet the demand present at that moment.
Studies by objective third parties, such as Michigan State University,
have concluded that the FAST-TRAC system is reducing the amount
of time motorists wait in traffic jams at busy intersections. The
program, however, cannot completely eliminate congestion at intersections
where the traffic volume exceeds the roadway capacity.
Why don't developers
pay more for adding traffic to our area?
Traffic volumes have been growing in our area due to development,
and it's not likely that the necessary road improvements will occur
before the traffic problems get worse.
If the increase in traffic is the result of the development, why
not get the developers to pay for some of the costs of needed road
improvements? That sounds like a great way to get the burden off
the taxpayers' backs.
Can we do that? Yes and no. Yes, we can get the developers to pay
for some of the costs of needed road improvements, but we probably
cannot get them to pay for everything. In fact, Genesee's communities
have been fairly successful at getting developers to pay for improvements
to GCRC roads. Many of the gravel road paving projects in recent
years have been paid for by developers.
Here are three methods of collecting money from developers, the
first two of which are currently available to cities, villages and
townships.
Special Assessment Districts
A bounded area or district is identified and property owners within
the district are assessed their share of the cost of road improvements
on the basis of road frontage, acreage or some combination thereof.
You may be familiar with this as being a method for getting subdivision
streets paved. However, it can also be used at office and commercial
locations.
Local Development Finance Authorities (LDFA)
Once again, a district is identified in which development is anticipated.
The concept here is to "capture" the increase in property
tax revenues that results from new development within the district.
The property tax level that came from the previously undeveloped
land continues to flow to the community, school district and county,
but the amount of new property tax revenue resulting from the new
building on the land is captured for a limited number of years and
is available for infrastructure improvements such as road improvements.
Some local school districts have opposed this approach since they
must wait to realize an increase in their revenue from the new development.
Others have recognized the importance of planned development and
timely infrastructure improvements and have worked with the local
community in putting together this type of financing.
Development Impact Fees
Here an actual fee is charged to the developer to pay for road
improvements needed to serve the traffic generated by the development.
A traffic impact zone or district is identified around an area
of expected development, and the type and cost of needed road improvements
to serve the new development are determined.
A fee is calculated proportional to the amount of traffic generated.
Thus, a developer of a large complex would pay proportionally more
than the developer of a smaller complex next door.
The money CANNOT be used to correct existing deficiencies, so if
the roads are already congested, the community must come up with
funds from some other source to improve them to an acceptable level
before charging the developers for even more improvements to serve
new traffic.
This method of financing is used extensively in states such as
Florida, California and Colorado. It is not currently available
here, since the state Legislature must first pass enabling legislation.
The Road Commission has attempted to get the legislation passed
in the past.
Could a community use a combination of two or more of the above
methods? Possibly, so long as nobody is being asked to pay twice
for the same improvements.
Even if we were able to pull together all three, it may not provide
us with a total solution to our growing road problems. Note that
each method requires the creation of a defined area or district.
What about that next major congested intersection just outside
the district? Where will the funds come from for that?
In the best-case scenario, if all these methods were available,
it is doubtful that there would be a lot of districts, with all
of them overlapping each other. There would be gaps, and the roads
in between would need to be improved also.
What is the Road
Commission doing to help protect our environment?
Our society is becoming increasingly sensitive about our environment
and rightfully so.
We are concerned about what corporations and even public agencies
are doing that might damage the environment and make this a less
pleasant place to live, especially for our children.
Road agencies are subject to this scrutiny, and yes, they can do
things that could affect the environment. Fortunately, most have
become aware of the need to protect the environment.
As a result of the National Environmental Protection Act of 1970
and the Michigan Protection Act shortly thereafter, road agencies
must carefully document all potential damage resulting from major,
federally funded projects and review alternatives to mitigate damages.
Construction projects in wooded areas are reviewed, including with
field visits, to determine if significant trees could be saved by
adjusting the road alignment or by any other means.
Unfortunately, the Road Commission sometimes puts a great deal
of effort into saving trees along a road during an improvement of
that road, only to then watch a developer go in and clear the adjacent
property of all trees.
Lakes and streams are now being protected from runoff from construction
sites via the use of special drainage provisions, straw and in some
cases, special fabrics.
New drainage catch basins are now being installed that are designed
to trap sediment and floating debris such as oil before it reaches
our lakes and streams.
While road agencies such as the Michigan Department of Transportation
(MDOT) and the Genesee County Road Commission (GCRC) do use some
herbicides, they are now used only at selected locations such as
intersections and around signs to keep brush down and maintain sight
distances for motorists. Massive spraying of ditches, etc., is no
longer done.
Other steps have also been taken. For example, all Road Commission
staff handling chemicals are trained and certified to handle them
properly.
These materials tend to be contact herbicides, killing only what
they touch, as opposed to those that are designed to be absorbed
in the soil and kill roots. The latter type is more susceptible
to being washed away and into our streams and lakes.
For dust control on gravel roads in the townships, the Road Commission
uses brine from its own well. Brine tends to bind with the soil
and does not represent a runoff problem. It does, though, contribute
to corrosion of vehicles.
The salt used for winter snow maintenance is drawing additional
attention. Not only is it corrosive to vehicles, but it does run
off into lakes and streams. Sand or salt and sand combinations are
used in some situations, but are not as effective overall in keeping
traffic moving safely as is salt alone.
Also, sand tends to fill up the storm sewers and adds to the lake
and stream sediment problem.
Alternatives to salt (sodium chloride) are constantly being sought,
but none that is as effective has yet been found.
Why isn't litter pickup
at the top of the Road Commission's priority list?
Every spring when the snow melts, we are again reminded of what
lies along most of our roads, especially our rural gravel roads:
litter.
So, who is responsible for cleaning up the trash?
Obviously, since the litter is near the road, it should be the
concern of the road agency, right? Maybe, but is it worth pulling
someone off a grader to pick up litter so that gravel roads do not
get graded as often?
Each year, about six months in advance of the beginning of the
new year, the various departments of the Genesee County Road Commission
(GCRC) put together their work programs. After deducting vacation
time, holidays and estimated sick days, the remaining available
work days for the crew are then allocated among such things as gravel
road grading, pothole filling, shoulder maintenance, drainage work
and so on, based on identified needs.
Generally, more of all of that type of work is needed than can
be done with the staff available. If something else is added, such
as litter pickup, even less of that much-needed work gets done.
The results of not doing it can be decreased safety and more accidents,
a more rapid deterioration of roads and greater wear and tear on
the public's cars from riding on rougher roads. Given those consequences,
which would you choose to do?
Litter pickup is a very labor-intensive activity. One suggestion
that often comes up is that the road agencies should use those individuals
currently occupying space in our local jails to do the work (free
labor).
Actually, that was tried a few years ago, and it didn't work out
very well.
You may occasionally see some litter pickup along the state highways
because the state pays the Road Commission to do it, but they don't
pay much. The state has also used kids from the governor's summer
work program for disadvantaged youths, but problems exist here also.
The ultimate solution, of course, is to get people to stop dumping
and littering.
Does the Road Commission
plan for future projects?
The Genesee County Road Commission (GCRC) often hears comments
to the effect that the reason we have all these road congestion
problems is because of "poor planning." Usually those
comments are made by people who are not familiar with the kind or
amount of planning that actually occurs.
Road agencies have been working with communities for decades to
identify future road needs. The Michigan Department of Transportation
(MDOT) has a five-year construction program detailing what will
be built around the state over the next five years to address identified
and projected road needs.
The problem is not planning. The problem is funding. Current road
funds go for maintaining the existing system. Additional funds are
needed to make significant improvements to the system.
Unfortunately, none of the new revenue generated by development
goes to road agencies. Those new revenues, namely property taxes,
go to the schools, cities, villages or townships, county general
government, etc., but not to MDOT or the Road Commission.
Even the best laid plans aren't worth much if the money is not
there to carry them out.
How does the Road Commission
determine when and where to put a traffic signal?
Often developers proposing a new subdivision or shopping mall hope
to get the Road Commission to install a traffic signal at the entrance
to their development to make it easier to get in and out.
If there are already traffic problems in the area, frequently local
residents will voice their agreement that what is needed to solve
the problem is another traffic signal. It is as if signals are viewed
as some sort of cure-all. They are not.
Traffic engineers, in making a determination of whether a signal
is or is not "warranted," refer to a manual of guidelines
known as the Michigan Manual of Uniform Traffic Control Devices.
This manual covers everything from signals, to pavement markings,
to signs. Virtually identical manuals are used in every state.
This manual identifies no less than 11 warrants that may be reviewed
in determining whether a signal should be installed.
The warrants that receive the closest review, however, are: minimum
vehicular volume, interruption of continuous traffic, and accident
experience.
The first relates to whether there is sufficient traffic coming
out of the entrance or side street in question to consider stopping
traffic on the main road.
The second relates to whether or not the traffic is too heavy on
the main road for motorists from the side street to pull out.
The last is an indication that the people are having enough difficulty
getting out that right-angle accidents are occurring.
All of us have experienced delays pulling out onto main roads from
time to time, and the thought may have occurred to us that someone
should put a signal at that location so we could get out more easily.
But let's take that to the extreme. Let's say that everyone gets
the signal they want.
Now you are able to pull out of your sub or shopping center at
a signal. You travel two or three blocks, only to have to stop at
another signal at another sub or shopping center. And so it goes
for your entire trip: stop and go every two or three blocks.
Sure, the signals can be synchronized so that if you travel at
a precise speed you can make all of them, but as soon as the car
in front of you slows up to make a turn or the truck ahead fails
to accelerate fast enough to make the next signal, you are out of
synch with the signals.
Consider how long it would now take you to get home from work or
shopping.
Some people think that signals actually make the accidents go away.
Actually it is possible to end up with more accidents after a signal
is installed. However, the type of accidents change from right angle
to rear end.
If you were to obtain a listing of the top 200 intersections in
the county where the greatest number of accidents were occurring
each year, what do you think you would notice about those locations?
You would find that all of them are signalized and have been for
many years.
Why the accidents? Congestion and the fact that too often people
who are frustrated at being delayed will take chances like running
yellow lights, or even a red light. How many frustrated drivers
would we have with signals every two or three blocks?
The cost of installing a signal is often more than just erecting
poles, wires and signal heads. Often road agencies are reluctant
to signalize an intersection until the intersection can be widened
to provide for a center, left-turn lane.
If that is not done, the chances of rear-end accidents increases.
Picture the situation where a driver sees a green light ahead and
speeds up to make it, only to realize too late that the car ahead
has stopped in the through lane (for lack of a turn lane) to make
a left turn at the intersection.
Keep all of the above in mind the next time you are having difficulty
accessing a main road and you start thinking how nice it would be
if someone put a signal there.
Why does it take so long for our subdivisions
to be plowed?
So, how does the Genesee County Road Commission (GCRC) decide which
roads get plowed first? Why does it take so long to get subdivision
streets plowed? If you cannot be everywhere at once, you've got
to set priorities. That is what GCRC does.
GCRC sets priorities primarily by traffic volumes, although other
factors such as hills and curves can also affect priority. GCRC
prepares winter maintenance guidelines annually, changing them with
changing road traffic conditions.
GCRC plows not only county roads, but also the state highways.
The roads receiving attention first are those with traffic volumes
normally greater than 40,000 vehicles per day.
So, what roads are at the bottom of the priority list? Yes, our
subdivision streets. Both the traffic volumes and speeds are lower
on subdivision streets, and thus they are done after everything
else is taken care of.
Would you really suggest that our subdivision streets be done before
I-75, I-475, M-15, Miller Rd. etc. are clear? I doubt it. What is
the point of being able to get out of our driveway in a subdivision
if we cannot get anywhere on the main roads?
The winter maintenance guidelines spell out the pavement conditions
that are to be maintained under various weather conditions, the
amount of salt to apply under those conditions, the number of trucks
to have ready to roll in the various areas of the county, and even
the maximum number of hours that a driver should be allowed to work
continuously (16 hours).
Can you imagine driving one of those plows in a snowstorm for 16
continuous hours? Tough job!
Salt is not effective on gravel roads, so it's used primarily on
paved roads, and sand on the gravel roads. It is interesting to
note that salt begins to lose its effectiveness on paved roads when
the temperature drops below 20 degrees.
Probably the two worst situations that can occur for a road agency
are a heavy snowstorm that starts just before rush hour and a storm
that continues for several days without letting up.
In the first case, traffic slows to a crawl and the trucks cannot
move any faster than the traffic, and in the second case, the trucks
must stay out on the main roads to keep them open and cannot get
into subdivisions.
In response to concerns raised by local officials and residents
regarding the response time in getting into subdivisions, GCRC has
beefed-up its overtime budgets so that drivers can be sent into
the subs in the evenings and on weekends.
Have you ever watched cars go by your home or business and felt
that they were going too fast and perhaps the speed limit was too
high?
Complaints regarding the speed of traffic and even petitions for
lower speeds are very common.
Ever wonder just how speed limits are determined? Would you believe
that, in some cases, it is based on whatever the majority of the
existing traffic is traveling? That's right, the speed limits are
frequently set following what is called the "85th percentile
rule." This rule, which is used nationwide, dictates that whatever
speed 85 percent of the traffic is traveling is the appropriate
speed for the location in question.
The theory is that most drivers are sensible and will accurately
judge on their own the proper speed for the road in question.
They will slow down where there are curves and hills or other factors
that might affect vehicle control or sight distance, and will go
faster where the road is straight and level with no sight obstructions.
The 85th percentile rule is based on the following: It is generally
agreed that with no traffic controls, the driver would adopt a reasonable
speed for the prevailing conditions. Further, it is sometimes assumed
that a certain percentage (usually 15 percent) of drivers will normally
exceed a safe and reasonable speed.
To get an enforceable speed limit set or changed on a main road,
it is necessary that the state police conduct a speed study and
that the state police and the Road Commission concur on the speed
limit. Unless the state police concur with the proposed speed limit,
it is not legally enforceable.
Before you run out and request a speed study be conducted to reduce
the speed on your road, you should know that it is not unheard of
to have the state police obtain a speed study, apply the 85th percentile
rule and recommend a higher, not lower, speed limit.
Here is an interesting observation: traffic engineers report that
based on past radar speed studies they have conducted in subdivisions,
the 85th percentile ruling suggests that the speed limit on many
subdivision streets should be 30 mph, not the 25 mph mandated by
law.
Apparently we don't even drive within the speed limit in our own
neighborhoods.
Let's face it, speed limits are only as good as the enforcement
behind them. If you are concerned about speeding drivers, are you
willing to pay more taxes for additional law enforcement?
What steps are involved
in starting and completing a road project?
We all tend to get impatient when things don't get done as fast
as we think they should. If any level of government is involved,
we tend to blame bureaucracy and bureaucratic red tape.
Road improvements sometimes take longer than we think they should,
but sometimes that is simply due to all the complex steps involved
in getting the project done.
The following are some typical steps involved in GCRC road construction
projects.
Project Concept Determination
A construction project doesn't just occur because somebody thought
it was a good idea. Often a lot of background work has gone on.
For example, if it is a safety project, there has already been
an extensive analysis of accident data and a possible field review
of the location.
Funding Identification
Everyone operates within budgets of some type. If there are no
funds available in the current budget for a project, then it may
be delayed and included in next year's budget. If more than one
agency is to participate, then several budgets may be affected.
If federal funds are to be used (which is the case for most major
GCRC projects), there is an application process that must be followed,
and the project may have to compete against other projects around
the state or county for those limited federal funds.
If the project loses out, it may have to be delayed until more
federal funds are available.
Preliminary Engineering
This is where the surveys are taken and the design work is completed.
In Genesee County, this is not always as straightforward as one
might expect, since some roads must be designed to wind safely around
lakes and wetlands.
Alternative designs may have to be considered, and methods must
be chosen to deal with adverse soils (muck for instance), existing
traffic and other special conditions.
Environmental Review
Depending on the size of the project and type of funding involved,
documentation of the impact of the project on the environment may
be required. If it is a very large federally funded project with
significant impact, a full statement may have to be prepared with
an official public hearing and federal review.
Public Hearings/Informational Meetings
Again, depending on the size and type of project, there may be
either a public hearing or informational meeting to solicit comments
and concerns and let the local residents and business people know
what is being proposed.
Grade Inspection
If federal funds are involved, staff of the Federal Highway Administration
will schedule an inspection of the site and review of the plans.
They sometimes require changes to the plans, usually involving more
design time and higher project costs.
Right of Way Acquisition
Once the design work is far enough along to indicate what additional
land is required, personnel from the GCRC begin negotiating with
the adjacent property owners for the needed land.
Independent appraisals may be required. If the property owner holds
out for more money, action through condemnation procedures may be
required.
Bid Letting
All projects are advertised for bids. Contractors bid on the work,
and generally, the work is let to the lowest qualified bidder.
Construction
The project could probably be built pretty fast if we could just
close the road and turn the contractor loose. However, we are seldom
able to do that.
Most of the time, the project must be built while traffic continues
to move through the area.
Sometimes a temporary road must be built to handle the traffic while
the construction of the main road is under way. All of this means
time and additional money.
During construction, the Road Commission will be inspecting and
testing materials being used. Obviously, weather can also delay
the construction of the project.
Keep the above in mind the next time you hear that a road is supposed
to be improved, and it doesn't seem to happen quite as quickly as
you expected.
Why doesn't Genesee
County have more mass transit?
As traffic volumes grow and our roads become more congested, a
common criticism is that instead of widening all the roads, we should
be increasing public transportation services.
This seems to be a popular solution to some who are looking for
ways to get those "other guys" off the road.
Traditional public transportation, found in more densely populated
urban areas such as New York City or even parts of Detroit, may
not provide an immediate solution for our road congestion problems
in Genesee County.
Due to the diverse commuting patterns resulting from the various
work sites in Genesee County, commuter rail lines would probably
not be able to serve enough trips to justify the cost of running
them.
How do we know this?
Past surveys of employees at major work sites in Genesee County
have identified those neighbors who work near where you work.
How many people might catch the same bus as you, and how close
would a normal bus stop be to all of your homes?
What incentive would there be for you and your neighbors to walk
that distance, wait for a bus, and wait while riding it for the
bus to pick up other riders along the way?
If the price of gas is cheap, employers provide free parking, and
family incomes are high enough to buy the necessary number of vehicles
for everyone to drive who wants to, the necessary incentives for
overcoming the inconveniences and using the more traditional forms
of public transportation may simply not be there.
There are unconventional forms of public transportation that are
more convenient, more flexible, and thereby a more viable partial
solution to our congestion problems.
Those alternatives are sometimes referred to as "paratransit",
and include such things as carpools, van pools, dial-a-ride, subscription
bus services, taxis, jitneys, etc.
Obviously some people are already involved in such things as carpools
and van pools. Note the park and ride lots at the I-75 interchanges.
"Your Ride" Dial-a-ride service is provided in Genesee
County, principally for the elderly and handicapped. A paid driver
is provided and riders call in, sometimes a day or more in advance,
to receive the service.
Subscription bus service is similar to dial-a-ride. Commuters sign
up to be picked up at or near their home every morning and delivered
to a specific destination. A return service is provided at a given
time in the afternoon. The driver and vehicle may then be used for
dial-a-ride type services during mid-day.
Can more be done with all these various forms of paratransit, and
could it help with our congestion problems?
Yes, a lot more could be done, and it could help (although not
solve) our traffic problems.
Higher fuel prices would be an obvious incentive. If employers were
to start charging for parking spaces, that would help also.
Unfortunately, many of those individuals who voice their support
for these more unconventional services assume that all those "other"
people clogging up the roadways will use them, but he or she will
not have to.
Providing services for the "other guy" seldom works.
Many of us today enjoy the privacy and relative convenience of
our own cars. What would it take for YOU to give up that privacy
and convenience?
Can I put rocks across
my lawn to keep cars off my grass?
Sometimes residents place rocks along the roadway in front of their
homes to keep vehicles off their lawns. This is done primarily on
residential streets that don't have curbs.
These rocks can be real safety hazards. If a vehicle leaves the
roadway, rocks won't stop these out-of-control vehicles, just damage
them and possibly injure the occupants. A rock could be hit by a
vehicle sending it flying and possibly injuring residents. Pedestrians,
including children, can trip on rocks and possibly fall into the
street.
The area where the rocks are placed is usually not private property;
it is within the public right of way. The property line is usually
between 17 and 20 feet from the roadway.
Generally, a permit is required to install anything within the
public right of way. The agency that has jurisdiction over the road
(city, road commission or state) is obligated to maintain safe public
roads, including the right of way outside the paved portion. The
road agency can seek legal relief for damages from persons responsible
for hazards placed within the right of way.
Vehicles tear up the lawn, but rocks are hazards, and life has
a greater value than grass and landscaping. A roadside clear of
obstructions and hazards allows drivers to regain control of their
vehicles.
In addition to rocks in the right of way, other items can pose
serious traffic safety hazards: solid flower garden borders of decorative
timbers, mail boxes (especially those installed on large brick,
concrete, or steel posts), sign posts and poles, fences, trees,
bushes, etc. In addition to the physical hazard of something in
or near the right of way line, these items can cause a sight distance
problem, especially at intersections and driveways.
Property owners should review their plans with city, village or
township officials before anything is put in or near the public
right of way.
The perception of insufficient traffic law enforcement is not a
good reason to create a serious traffic safety hazard for motorists,
pedestrians, bicyclists and residents by placing rocks in the right
of way. Another solution is to report speeders and reckless drivers
to the local police.
Stop signs installed in the wrong places for the wrong purposes
usually create more problems than they solve.
One common misuse of stop signs is to arbitrarily interrupt traffic,
either by causing it to stop or by causing such an inconvenience
that motorists are forced to use other routes. Studies conducted
in many parts of the country show that there is a high incidence
of intentional violations where stop signs are installed as "nuisances"
or "speed breakers." These studies show that speed was
only reduced in the immediate vicinity (about 100 to 150 feet) of
the "nuisance" stop signs. But, speeds were actually higher
between stop signs than they would have been if these signs had
not been installed. These same studies show that drivers increase
their speeds between unwarranted stop signs to make up for the lost
time.
Because of these studies and the increased speeds of drivers on
streets with unwarranted stop signs, the Michigan Manual of Uniform
Traffic Control Devices clearly states that "Stop signs should
not be used for speed control."
At the right place and under the right conditions, a stop sign
tells drivers and pedestrians who has the right of way. Nationally
recognized standards have been established to determine when stop
signs should be used. These standards, or "warrants,"
are:
Intersections of a less important road with a main road where
the normal right of way rule is unduly hazardous,
A street entering a through highway or street,
Un-signalized intersections in a signalized area, or
Other intersections where a combination of high speed, restricted
view and serious crash record indicates a need for control by
the stop sign.
Before a stop sign can be installed, a traffic study must be conducted
to determine the prevalent speeds of vehicles, sight distance restriction
between all approaching vehicles and to analyze crash data.
Prior to the application of these stop sign warrants, consideration
should be given to less restrictive measures, such as a yield sign.
Most drivers are reasonable and prudent, but, when confronted with
unreasonable restrictions, they frequently violate them and develop
a general contempt for all traffic controls - often with tragic
results.
Won't a 'children
at play' sign help protect our kids?
At first consideration, it might seem that this sign would provide
protection for youngsters playing in a neighborhood. It doesn't.
Studies conducted in cities where such signs were widely posted
in residential areas show no evidence of having reduced pedestrian
crashes, vehicles speeds or legal liability. In fact, many types
of signs which were installed to warn of normal conditions in residential
areas failed to achieve the desired safety benefits. Further, if
signs encourage parents to believe that children have an added degree
of protection - which the signs do not and cannot provide - a great
disservice results.
Obviously, children shouldn't be encouraged to play in the roadway.
The "children at play" sign is a direct and open suggestion
that it is acceptable to do so. Technically, it is illegal for children
to play in the street.
Federal standards discourage the use of "children at play"
signs. The Michigan Vehicle Code prohibits the installation of any
sign that is not specified in the Michigan Manual of Uniform Traffic
Control Devices. To be effective, traffic controls should meet five
basic requirements:
Fulfill a need,
Command attention,
Convey a clear, simple meaning,
Command the respect of road users, and
Give adequate time for proper response.
"Children at play" signs do not fulfill a need because
children should not be playing in the street, and do not convey
a clear, simple message, other than implying to the children that
it is acceptable to play in the street.
Specific warnings for schools, playgrounds, parks and other recreational
facilities where persons are gathered and may be vulnerable are
listed in the Michigan Manual of Uniform Traffic Control Devices
and available for use where clearly justified.
A warrant for any traffic control device (sign, signal or pavement
marking) is the minimum criteria that must be met before such a
device can be installed. Meeting a warrant does not mean a traffic
control device must be installed. The Michigan
Manual of Uniform Traffic Control Devices spells out
these warrants to ensure that each device:
Fulfills a need,
Commands attention,
Conveys a clear, simple meaning,
Commands the respect of road users, and
Gives adequate time for proper response
TRAFFIC SIGNALS have 11 warrants,
at least one of which must be met before a signal can be installed.
These warrants state the number of vehicles, pedestrians, crashes
or combination of these that must exist before a signal can be installed.
STOP SIGNS have their own set
of four Warrants:
Intersections of a less important road with a main road where
the normal right-of-way rule is unduly hazardous,
Street entering a through highway or street,
Un-signalized intersection in a signalized area, or
Other intersections where a combination of high speed, restricted
view and serious crash record indicates a need for control by
the stop sign.
Prior to the application of these stop sign warrants, consideration
should be given to less restrictive measures, such as a yield sign.
Any devices that are not in the manual are not traffic controls
and cannot be used. These include "slow children" and
"slow" signs. In addition to meeting the warrants, regulatory
signs (stop, speed limits, parking, etc.) must also have an official
Traffic Control Order signed by the traffic engineer and filed with
the local clerk.
The decision to install a traffic control device should be made
on the basis of an engineering study, the warrants and engineering
judgment by a qualified traffic engineer. Effective and safe traffic
control depends on the appropriate application of traffic control
devices and reasonable law enforcement. These warrants are based
on that concept.
Mailbox installation may seem simple, but residents need to think
about safety before they install a new mailbox. Mailboxes that are
set firmly into the ground, and/or have large posts, can become
a fixed-object hazard. Mailboxes that are not fixed properly to
their support can break loose and become dangerous projectiles,
endangering motorists and residents. Click here to view the GCRC
mailbox guidelines and damage policy.
When installing a mailbox, residents should look at a few issues
before selecting a location. Safety and convenience of both the
mail carrier and the patron must be addressed. A mailbox should
not be installed where a person will have to walk along the shoulder
of a road for more than 200 feet. The mailbox should also be located
in an area visible to motorists, but should not be placed too close
to the roadway or the usable shoulder. It should be placed on the
right side of the road in the direction that the postal employee
is traveling and on the far side of the patron's driveway.
The U.S. Postal Service has regulations for mailboxes and mailbox
height. It does not have any regulations regarding mailbox installation.
The U.S. Postal Service only approves certain mailbox types and
requires that the bottom of the box be 42 to 48 inches above the
ground. This height is at windshield level, and is the main reason
for having the mailbox firmly attached to the post. A mailbox that
becomes unattached can break through the windshield of a vehicle
and possibly injure the occupants.
The mailbox should be approved by the U.S. Postal Service, and
should be as lightweight as possible. No more than two mailboxes
should be fastened to the same support, and a distance equal to
three-quarters the height of the mailbox should be left as a space
between the boxes. The mailbox should be attached to the support
firmly to prevent it from coming off and possibly injuring motorists
and residents.
Improper support systems, such as concrete or sand-filled containers,
and thick metal pipes, can be hazardous to motorists. Support should
be made of lightweight materials that will easily break away. If
metal pipes are used, the pipe should not have a diameter greater
than two inches. Wood posts should not be greater than four inches
square, or have a diameter of more than four-and-one-half inches.
The post should not be more than 24 inches into the ground and should
not be set in concrete. By following these guidelines, the mailbox
post will either break or be moved rather than be a safety hazard
for motorists and residents.
The American Association of State Highway and Transportation Officials
(AASHTO) has published a guide for mailbox location and assembly
titled, "A Guide For Erecting Mailboxes on Highways."
AASHTO can be contacted at: American Association of State Highway
and Transportation Officials, Suite 225, 44 North capitol Street,
N. W., Washington, D.C. 20001, (202) 624-5800.
A speed bump is a bump of asphalt about a foot wide, 3 to 4 inches
high, and placed laterally across the traveled portion of the road.
The speed bump poses an increased hazard to the unwary, a challenge
to the daredevil, a disruption of the movement of emergency vehicles,
the cause of an undesirable increase in noise, and a real problems
for snow removal.
Because speed bumps have considerable potential for liability suits,
Michigan has officially rejected them as a standard traffic control
device on public streets.
Tests of various experimental designs have demonstrated the physical
inability of a speed bump to successfully control the speeds of
all types of vehicles. The purpose of a speed bump is to make the
ride over it uncomfortable for the driver, thus encouraging him/her
to reduce their speed. The driver of a soft-sprung sedan can experience
a more comfortable ride over a speed bump at a lower or higher speed,
because of the vehicle's suspension system. On the other hand, a
vehicle with tighter suspension (school bus, fire engine, moving
van, etc.) must virtually stop before going over a speed bump.
Often these devices are suggested to combat speeding or "through"
vehicles. If speeding is the problem, studies must be conducted
to determine the extent of the problem. Other, more effective steps
can be taken to decrease the speeds of vehicles or number of speeders.
Often, there are a few speeders who cause most of the problems.
If "through" traffic is the problem, it is often the symptom
of a traffic-related problem on a nearby major street. The real
problem should be determined, analyzed and corrected.
The control of speeding in neighborhoods is a widespread concern
which requires the residents' compliance, patience and persistent
law enforcement efforts, not speed bumps.
