Frequently Asked Questions

OCRC drivers work as efficiently as possible to cover snowplow routes and treat and clear 1,000 miles of roads. Lifting the plow’s blade at every driveway would increase the time it takes to move through the designated snow routes, greatly reducing the miles of roadway crews cover during a snow or ice event. In addition, lifting the plow’s blade increases the amount of snow left on the road.

Therefore, snow may be deposited onto driveways during snow removal. To help minimize the amount of snow that gets pushed onto your driveway: place as much snow as possible in the direction of travel when clearing your driveway and place the removed snow on the downstream side of the road. Then, clear an area or pocket “upstream” from your driveway’s access where the snow from the road can go into.

So that it may be addressed as quickly as possible:

• Call the OCRC office at 231-832-5171 during normal business hours
  (Winter Mon – Fri, 7:00 AM – 3:30 PM, Summer Mon-Thur, 6:00 AM – 4:30 PM) OR call 911
• After hours and over the weekend, call 911
• If there is a downed wire, call 911 and remain at least 25 feet away from the downed wire
• When in doubt, call 911

If the fallen tree is outside the traveled portion of the road and is not causing an emergency issue to the traveling public, call OCRC at 231-832-5171.

The property tax you pay is used for your local and county governmental units and schools, not for roads. Instead, the majority of the OCRC budget is funded by the Michigan Transportation Fund (MTF), which includes revenue from gas tax and vehicle registration fees. 

The chip seal treatment is a cost-efficient method of pavement preservation that helps prevent water from seeping into and softening the base of the road. This restricts compromising elements like cracks and potholes from forming. 

The tar-like substance is actually an emulsion of water and liquid asphalt which penetrates and seals small cracks in the existing pavement. The “gravel” is actually aggregate that sticks to the emulsion and, after rolling and sweeping, provides a skid-resistant surface to improve safety.  
 
As vehicles travel over the newly applied surface, some of the aggregate may come loose under the tires. When a motorist encounters a newly chip sealed road, the best practice is to reduce one’s speed and keep plenty of distance from the vehicle in front of you.  

Seasonal weight and speed restrictions are legal limits placed on the loads trucks may carry and the speed at which they can travel. The intent of the restrictions is to protect the integrity of the road when frost is coming out of the ground. Normal legal loads must be reduced by approximately 35% and truck vehicle speeds reduced to 35 mph.

All-season roads have been designed and built with additional strength and durability to withstand truck traffic year-round. They are not subject to reduced load restrictions often placed on other roads during the early spring because they are built to withstand.

Roads are selected for paving based on a pavement inventory rating system. This system takes into consideration the physical condition of the road, the average daily traffic and the physical ride quality of the pavement.

Local Roads are typically selected to be paved by townships based on concerns from the public and the funds available to cost share with the Road Commission. Local roads can be improved using private development funds, contributions from Township government or by special assessment charges on properties accessing a particular road.

 By law, an initial road pavement in Michigan must be a mix of Road Commission and other dollars. Township governments have historically been supportive of county road repairs and you may wish to contact your local government about availability of funds for future road improvement plans.

 You can also obtain a petition for the Road Commission to set up a special assessment district. When signed by 51 percent or more of owners who have property on a road, such a petition authorizes the Road Commission to set up a district, prepare plans, estimate costs and hold public hearings on the proposed project. All properties accessing the road would share the expense of the project, which can be spread over a period of up to ten years.

Unfortunately, when frost comes out of the roadbed each spring things tend to get messy and remain that way until all the moisture comes out of it. The best solution is warm, dry temperatures and wind. If the Road Commission attempts to fix roads with a gravel top coat, it could make matters worse. Adding sand or gravel to fill a mud hole usually has little to no positive effect and only adds to the muddy mixture. Your best bet is to just wait it out.

Road commission crews pull shoulders on gravel roads every spring before grass begins to grow in order to reclaim gravel that has been pushed to the shoulder. It also allows them to remove the berm on the roadside that keeps water from flowing off the road.

In the summer, roads are graded before having chloride applied. Road commissions also strive to blade gravel roads after it rains and the road has softened. There is not much that can be done in the winter months when frost is in the ground.

Requests for a change to traffic control, like the installation of a traffic signal or all-way stop, are reviewed by the Osceola County Road Commission with the decision based on state guidelines and federally-mandated warrants. 

The ultimate goal when considering a traffic control modification (i.e. all-way stop, traffic signal) is to provide a safe intersection for vehicles, pedestrians, and bicyclists. It seems logical that a modification to traffic control would most certainly improve the safety of an intersection, but this is not always the case. In fact, in some instances, traffic control changes only serve to alter the type of crashes that occur and can potentially increase the number, or severity, of accidents. Therefore, it is essential that OCRC performs analysis of the intersections within its network on an ongoing basis and adheres to federally-mandated warrants defined in the Manual of Uniform Traffic Control Devices (MUTCD) regarding modifications to traffic control.

Meeting a mandated warrant for any traffic control device (sign, signal or pavement marking) is the minimum criteria for traffic control modification. The decision to install a traffic control device is made on the basis of an engineering study, the mandated warrant(s) and engineering judgment.

 -Traffic Signals
At least one of nine warrants must be met before a traffic signal can be installed. These warrants address the number of vehicles, pedestrians, crashes – or a combination of the aforementioned- that must exist before a signal can be installed. According to the MMUTCD, other factors that must be considered include:

• A traffic control signal should not be installed unless one or more of the (warrants) are met.
• A traffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection.
• A traffic control signal should not be installed if it will seriously disrupt progressive traffic flow.

 -Multi-Way Stop
Similar to a traffic signal, multi-way stop installation is dependent upon federally-mandated warrants and criteria. According to the MUTCD, multi-way stop signs should be installed on the basis of an engineering study, the mandated warrant(s) and engineering judgment.

 -Warning/Caution Signs
Please note that any devices that are not in the MMUTCD are not accepted as traffic controls and cannot be used. These include “slow children,” “children at play” and “slow” signs.

When a request is received to lower the speed limit on a county road, it is reviewed collaboratively by the township, OCRC and the Michigan State Police. The potential next step includes conducting speed studies, accident analyses, and driving environment surveys. A recommendation is made based on analysis of the data collected and established traffic engineering criteria.

If it is determined that a change should be made to the speed limit, a Traffic Control Order is submitted by the Director of the Michigan State Police for OCRC approval.

The primary basis for establishing a proper, realistic speed limit is the nationally recognized method of using the 85th percentile speed. This is the speed at or below which 85% of the traffic moves. Please note that posting unrealistically low speed limits may create a false sense of security, and studies have shown that the driving environment, not the posted speed limit, is the main influence on motorists’ speeds.