The Genesee County Road Commission’s primary source of funding comes from the Michigan Transportation Fund (MTF). Revenue collected through state fuel taxes and vehicle registration fees is deposited into this fund. There is a specific formula as to how this money is distributed and how it can be used. The Road Commission also receives money from federal and township contributions for specific projects. Click here to learn more about road funding. 

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.

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.

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.

The Genesee County Road Commission works with communities and the Michigan Department of Transportation to identify future road needs. Project planning begins with extensive background work. Then, a funding source needs to be identified. If there is no money available in the current budget, the project may be delayed. Next, Road Commission engineers take surveys and work on the design. There is also an environmental review and there may be public comment and informational meetings. If federal funds are involved, the Federal Highway Administration will inspect the site and review the plans. Road Commission staff may need to negotiate with nearby property owners if additional land is required. Bids are collected and awarded to a contractor. Then begins the actual construction of the project. 

The Road Commission uses the Michigan Manual on Uniform Traffic Control Devices. The manual identifies nine warrants (rules) that determine where a signal should be installed. The warrants take into consideration the volume of traffic, accident history, pedestrian and bicyclist needs and more. 

To get a speed limit changed on a county road, the Michigan State Police and the Genesee County Road Commission have to conduct a speed study. The Michigan State Police, Genesee County Road Commission and township must agree on the result. If the study warrants a change, it will be brought before the Board of Commissioners. In some cases, a higher speed limit may be recommended. Click here to learn more.

Primary roads are chosen for resurfacing based on a rating that considers the quality of the road as well as the amount of traffic that travels on the road. Local roads are chosen by townships based on the amount of money townships have available to split the cost of the project. In a neighborhood or subdivision, property owners may form a Special Assessment District. Click here to learn more about SADs. 

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?

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.

Provided by the Traffic Improvement Association

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:

1. Intersections of a less important road with a main road where the normal right of way rule is unduly hazardous, 
2. A street entering a through highway or street,
3. Un-signalized intersections in a signalized area, or
4. 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.

Provided by the Traffic Improvement Association

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:

1. Fulfill a need,
2. Command attention,
3. Convey a clear, simple meaning,
4. Command the respect of road users, and
5. 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.

Provided by the Traffic Improvement Association

 For damages caused by Genesee County Road Commission vehicles, the Road Commission will reimburse property owners $30 upon presentation of a receipt for a mailbox. Receipts may be mailed or brought into our office at 211 W. Oakley St. Flint, Michigan 48503.

Click here to view the GCRC mailbox guidelines and damage policy.

Click here for information on mailbox installation. 

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.

When it comes to plowing, roads are ranked in terms of priority based on traffic volume. The first priority is expressways. Next is main streets and third is local roads. Subdivision streets are the final priority. The Genesee County Road Commission is responsible for more than 1,600 miles of roads. Our drivers are working hard to keep roads clear and safe. We cannot give a specific time as to when a certain street will be plowed.

The Road Commission will pick up large, non-domestic dead animals that are in the roadway and are creating a hazard for motorists.