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1961–1970 of 3143 results

Limited Purpose Operator’s License #96

Disabled

Prior to 2008, Michigan law contained no requirement that an applicant for a driver’s license or state ID card needed a specific immigration or citizenship status in order to be eligible and had to submit documents sufficient to prove their identity and Michigan residency.

We support the State of Michigan:

Providing a limited purpose operator’s license for individuals without proof of citizenship status.
Setting standards for documentation required for the limited purpose operator’s license.
Increasing penalties for providing fraudulent information to the Michigan Secretary of State, including fraudulent claims of state residency.
Requiring passage of a written and driver skill test.

The limited purpose operator’s license would not be acceptable for official federal purposes. It would be issued only as a license to drive a motor vehicle and not establish eligibility for employment, voter registration, or public benefits.

Transportation

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Fees #91

Disabled

We are very concerned with the expansion of new and increased fees which impact agriculture because:

Fees constitute taxation without representation.
Fees may not be in relation to service provided and generate revenue in excess of the cost of service.
Fees might be interpreted as a replacement for General Fund dollars.
Fees are a cost on a select and limited sector of the economy.

We oppose any revenue generating fees which are charged by the State of Michigan, based on a violations history, rather than from new violations.

Compliance monitoring and enforcement that benefit the general public should be funded from the General Fund. Funding for general administration and operation should be funded by the General Fund, not fees or fines.

Departments which depend on fee or fine-based revenue must continue to receive annual legislative review and oversight.

An economic impact statement should be completed on the permitted entities before the fee is implemented.

Taxation

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Transportation Improvement #99

Disabled

Agriculture is dependent on a sound transportation system to move materials and products to and from farm and market.

Michigan Farm Bureau recognizes the importance of the state and local road network to agriculture. Investment in infrastructure, such as highways and airports, can be directly linked to growth in business and economy. Improving Michigan’s transportation system will create jobs, attract business and strengthen our economy.

Transportation Revenue

Michigan’s road and highway maintenance budgets have regularly seen funding shortfalls over the last several years despite legislative efforts in 2015, and these funding deficiencies are growing due to rising maintenance costs coupled with increases in automotive fuel economy. MFB believes having adequate road funding should remain a high priority for the state. We believe state and local road agencies should be adequately funded so they are able to properly fund routine maintenance and ensure safe and efficient roadways for all motorists.

We support:

User taxes when new revenue is needed for roads and bridges. User taxes may include, but are not limited to, gas tax, registration and other user fees. New revenues for roads and bridges shall go through the Michigan Transportation Fund (MTF). Such taxes must be in line with maintenance costs and should be consistent with neighboring states.
Local options that raise funds dedicated to road funding from user-based fees.
A system that allows for indexing of the fuel tax rate.
Taxing other forms of energy that are used in transportation at an equitable rate including development of a formula to collect a road tax on electric usage for recharging of electric vehicle.
An increase in the return of Michigan-collected revenues sent to the National Highway Trust Fund.

We oppose:

Reverting to the property tax or special assessments as a means of building and maintaining state roads and bridges.

Transportation Formula

All transportation expenditures must be examined to achieve the best and most efficient use of transportation funding. We support PA 51 of 1951 which outlines the distribution of the MTF.

We support the following PA 51 changes:

At least 25 percent of federal road funds go to local road agencies. At least 25 percent of federal bridge funds go to the Local Bridge program for use by local road agencies.
Before any debt is serviced, the Transportation Economic Development Fund (TEDF) shall be allocated with 25 percent to urban counties and 25 percent to rural counties, as defined in the TEDF.
An increase in federal highway funding and the TEDF dollars used to finance a portion of the all-season road program.
All funds from the MTF should be earmarked for maintaining and improving our transportation infrastructure. Eliminate non-road related earmarked administrative funding and off-the-top state debt service from the MTF.
Allocating funding from the Michigan Department of Natural Resources (MDNR), at a reasonable rate, to the responsible road maintenance body, or other agency, for removal of wildlife carcasses from the roadways and rights of-way.
More effective use of Michigan’s mass transit funds. Ten percent of Michigan’s transportation funds are dedicated to mass transit systems. We urge new or improved mass transit options be studied, including waterways, in appropriate areas.
Raising the statutory limit on the amount of funds that can be transferred from primary to local road systems, provided these funds are used to match other locally raised revenue. We believe local roads should receive a higher priority.
Adequate funding of the Michigan Forest Roads Program.
The concept of easily allowing county road commissions to transfer federal funds to other counties and/or state road projects when applicable.

We oppose:

Distribution of road funding based on road use or traffic volume.

Road Construction and Maintenance

New road construction, improvements and maintenance, as well as issues of jurisdictional transfer of existing roads should be carried out in a spirit of cooperation between local, state, and federal agencies involving constituent groups throughout the project. We encourage local governments to continue to look for increased efficiencies in government by prioritizing services, reforming where possible, eliminating duplicative services, and utilizing private partners.

We believe the local road agency must dedicate themselves to using the most economical means possible to establish and maintain an efficient transportation system.

Regarding road planning, we support:

Encouraging the local road agencies, as well as the Michigan Department of Transportation (MDOT) to work in coordination with all pertinent county agencies (e.g., drain/water resources commission), townships, local planning, zoning boards, county Farm Bureaus, and affected property owners in order to minimize road construction cost and gather public input.
Providing a role for counties and townships in road improvement decisions.
Local road agencies utilizing the MDOT Asset Management Program, or similar program, to annually evaluate conditions of all roads and dispersal of funds under their jurisdiction and report such findings to the public.
County road commissions maintaining culverts to avoid road closures. Culverts in excess of four feet in diameter should be considered to be bridges.
Research to develop better materials for road and bridge construction and maintenance for proper construction and longevity.
An emphasis on improving existing roadways prior to constructing new highways.
Long-range planning on road construction projects considering not only future needs of the area but also the effects on agriculture.
Every consideration being given to landowners adjacent to the roadway to provide for safe travel for farm machinery and products.
Requiring consideration of agricultural drainage needs, including proper placement and size of culverts, when planning, designing and maintaining roads.
Proper grading of all roads and shoulders on a regular basis.
MDOT taking into consideration the size and maneuverability of farm equipment when designing new traffic flow structures such as roundabouts or Michigan turnarounds.
Compensation for crop losses when changes are made to the right of way from road improvements or reconstruction.
Every effort being made to select alignments that preserve productive farmland, wetlands and historical sites.
The use of private contractors and a bidding process for road and bridge development and maintenance.
A preference being given to contractors with material testing locations in Michigan with proven results.
The removal of state-mandated wage guidelines which may not reflect actual market conditions.
An open bid process for all road construction, improvements, and maintenance projects.
The cost of road improvements impacted from development being required to be shared by the developer when new developments have an adverse impact on the rural road system.
The respective state agency paying for or the requirement for the project being waived, when Michigan Department of Environment, Great Lakes, and Energy and MDNR specifications increase the cost of maintaining safe bridge structures.
The purchase of rights of way for the construction of complete cloverleafs when new freeways are built.
The builder of a housing development near a freeway or existing highway being responsible for erecting an acceptable sound barrier, if needed.
Highway maintenance and changes within the existing right of way not having to complete a new environmental impact study before performing the work.
Wetlands mitigation not being required if improvements to the road are within the existing road right of way.
Ending the inclusion of planned wildlife habitat in the construction and renovation of Michigan highways.
Reclassifying US 23 from Toledo to Flint as an interstate highway.
Use of improved paint technologies that are more visible and reflective on local, state, and interstate roadways.

When performing road construction, we support:

An emphasis being directed toward the placing of crossroad, yield or stop signs at unmarked rural intersections.
Hardtop roads of adequate width being marked with highly-reflective center lines and sidelines as an aid to safer nighttime driving.
Engineering and design of roadways being required to have at least 20 feet clearance between obstacles.
Proper grading and bank reseeding being completed where road construction occurs to improve road safety and reduce erosion.
All rural roads should be marked with a name or number.
Mail and newspaper boxes being placed on the same side of the road and as far from the traveled portion of the road as safety allows.
Prior to non-emergency detouring of state highway traffic onto county roads, MDOT will collaborate with township government, county road departments, and local and county law enforcement, to establish reduced speed limits, establish no-passing zones along the detour route, and mark intersections with illuminated stop signs or overhead traffic lights. As part of the project cost, MDOT will make funds available for law enforcement to specifically patrol the detour.

For road maintenance, we support:

The designated maintenance authority clearing and maintaining roadsides, roadways and intersections of hazards that obstruct the view of motorists or impede travel, road drainage, or cropland drainage. This would include dead and dying trees within the right of way. In the event the authorized authority is unable to fulfill their maintenance obligations, landowners should be allowed to perform such work. Property owners should maintain proper visibility of intersection views by using the triangular sight-line system.
Encouraging the privatization of road maintenance and the mowing and trimming of road ditches when feasible.
Individuals, pursuant to reasonable regulations, being allowed to harvest existing forages and trees along roadways without a permit.
Any traveled portion of the road and shoulder having trees and overgrowth trimmed to a minimum height of 17 feet due to the increase in height and width of farm and custom application equipment. Also, a reasonably safe condition should be provided by the respective road agency.
MDOT being required to fix and maintain fencing along state highways as part of the maintenance of that highway.
County road commissions notifying the owner when work in the right of way will be done and will destroy crops or affect field drainage.

We are especially concerned with excessive use of road salt, the adverse effect it has on the environment, and the increased rate at which it deteriorates roads and bridges in urban and rural Michigan. We support:

The use of Calcium Magnesium Acetate or other ag-based products for de-icing roads and bridges, including the use of sand, when environmentally and economically feasible.
A reduction in ice melt and dust control products containing sodium chloride, with no salt being used adjacent to sensitive perennial crops and/or arable soils, wherever feasible.
County road commissions being able to brine roads responsibly and when necessary.

Transportation

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Safety on Roadways #98

Disabled

We continue to support legislation and education which will promote highway safety and improve the interface between farm machinery and other vehicles on Michigan roadways. This information should be included in the Michigan Farmers Transportation Guidebook.

Agricultural Safety on Roads

To improve safety regarding agricultural use roadways, we support:

Greater emphasis in driver education programs regarding how farm machinery operates on public roads.
The creation of educational materials for use at Secretary of State offices.
The voluntary use of reflective tape or other reflective material where appropriate, including horseback riders.
Farmers using care to keep field and animal residue off roads.
Prohibiting legal suits from small spillage of agricultural products, including feeds and fertilizers, which does not impede traffic or result in pollution.
Farmers not being ticketed for livestock that escape onto roadways unless the farmer is negligent in the maintenance of his livestock enclosures.

Slow Moving Vehicle Signs

Michigan Farm Bureau should continue efforts to educate the public and farmers regarding the proper use and recognition of the slow moving vehicle (SMV) sign and implements of husbandry which is designed to warn other road users that the vehicle displaying the sign is traveling at slower than normal traffic speed.

Therefore, we support:

Greater use of SMV questions on the driver license test.
Labels on SMV signs to inform purchasers of the legal and illegal uses of the signs.
Efforts to implement visible lighting and SMV signs on horse-drawn vehicles and education regarding sharing the road with equine. We recommend horse-drawn vehicles have flashing front amber lights and flashing red taillights to comply with Department of Transportation standards.
Appropriate use of SMV emblems. Furthermore, enforcement actions taken when SMV signs are used for purposes other than legally intended, such as driveway markers.

Visibility and Warning Signals

To improve safety and visibility on roadways, we support:

MFB working in cooperation with the County Road Association to establish a process for use of warning signs related to agriculture vehicles such as entering and exiting roadways.
The use of farm and other traffic alert signs in areas of heavy farm or other traffic or similar signage allowed under the Michigan Manual of Uniform Traffic Control Devices.
The placement of yellow flashing lights at the beginning of school zones, and appropriate signage as mandated under the Michigan Manual of Uniform Traffic Control Devices.
An advance stop light change warning system at major state highway intersections. This advance warning system would alert drivers to a signal change from green light to a yellow light, allowing drivers extra time and distance to slow and stop vehicles before the red light is illuminated. This advance warning system would read “when light is flashing be prepared to stop.”
The use of low-cost measures, including reflective taping or additional signage, to mitigate accidents at rural intersections and railroad crossings.
Where stop lights are present on highways with speed limits above 45 mph, we support the placement of a warning light and sign before the intersection that would flash a warning that “the light is about to change” in order to give trucks and large vehicles additional time to stop.
Reflectorized material being used on the outer edge of snow blades to be more visible at night.
Voluntary use of pollinator habitat using Natural Resources Conservation Service guidelines along roadways and at intersections to improve line of sight.
More aggressive enforcement by local jurisdictions of laws pertaining to encroachments (e.g., mailboxes, shrines should be on one side of the road) on road rights-of-way.

General Public Safety on Roadways

To improve safety on our public roads, we support:

Pedestrians choosing to walk in the roadway should wear high visibility clothing and follow traffic rules.
Further education regarding bicycle safety and rules on public roads. Additionally, traffic laws should be enforced by local authorities for bicyclists at the same level as they are for passenger vehicles.
Bicyclists being required to ride in single file on highways, or paved shoulders when available, instead of the vehicle traffic lane.
Revisions to the Michigan Vehicle Code to include visibility and safety standards for the operation of bicycles on public roads during daylight hours, as well as sunset to sunrise.
Front and rear lights and high visibility clothing should be required.
All persons over 75 years of age should have to renew their driver’s license in person at a Secretary of State office. The only test that would be needed is a vision test. This test would be optional and at the discretion of the Secretary of State staff.

Transportation

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Railroads #97

Disabled

The transportation of agricultural and forestry inputs and commodities produced is dependent upon efficient and continued railroad service. Mergers with the industry and low priority designations by railroad management have created an unstable and, in some areas, unreliable rail service.

Farm Bureau should work with the Michigan Department of Agriculture and Rural Development, the Michigan Department of Transportation (MDOT), the U.S. Department of Transportation and Congress to ensure future investment and expansion of commodity and passenger rail infrastructures in Michigan and throughout the United States.

We encourage the continuance of rail service in Michigan. Therefore, we support:

Urging the responsible authorities to improve and maintain railroad crossings to current code, including replacing existing railroad cross buck signs with cross buck signs that are reflectorized on both sides, and requiring stop signs or warning lights to replace yield signs where visibility is limited. Legislation to require railroads to use reflectors or reflectorized paint or tape on the sides of rail cars to improve visibility. In addition, we support the use of strobe and ditch lights on railroad engines and the last car.
Public notice and hearing process for Michigan highway projects should be used when changes in Michigan railroads are proposed to ensure the viewpoints of all affected parties are considered.
Acceptable rail crossing alternatives be developed and railroad crossing upgrades be completed in a timely manner if existing crossings are required to be closed.
Exempting private agriculture crossings from closure and treated as nonresidential seasonal agriculture use.
The requesting party be responsible to pay for safety mechanisms at a private crossing if they are determined necessary.
Fencing along the rail corridor should be erected and paid for by the railroad when railroads bisect a fenced parcel of land.
Railway companies be responsible to keep the railroad right-of-way free of brush for a reasonable distance at road crossings.

Abandoned Railroads

The changing of a railroad right-of-way from its intended use should result in compensation to property owners whose land had been originally purchased or condemned for the purpose of the railroad right-of-way. All unused railroad rights-of-way not preserved for future railroad traffic should be reverted to, or offered for sale at or below fair market value, to the current owner of record of the underlying parcel of real estate from which said right-of-way was originally obtained. Whenever determined not possible, landowners shall be compensated for the condemnation of the land or a change to a non-railroad use.

MDOT, who controls the abandoned railroads, should allow the adjacent property owner to clear and remove the railroad bed to return it to agricultural production.

We propose a state standard be developed by MDOT requiring removal of non-service or abandoned grade crossing signage within a set time period after public notification of rail line non-service or abandonment.

We support allowing horses on converted railroad trails.

Transportation

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Political Action Program #102

102

Disabled

We support programs and activities such as:

Evaluating and endorsing candidates seeking federal, university or state office whose positions are compatible with Michigan Farm Bureau policies, without regard to party affiliation.
Allocating AgriPac and FarmPac funds for the purpose of electing Friends of Agriculture.
Promoting the personal and financial involvement of Farm Bureau members in the election of Friends of Agriculture.
Encouraging county Farm Bureaus to further engage in the electoral process.
The local grassroots process of county Farm Bureau Candidate Evaluation Committees taking the initial lead on candidate evaluation and them making recommendations to the MFB AgriPac. Grassroots involvement is the backbone of Farm Bureau.

The MFB AgriPac is appointed by MFB’s president, with consent of the board of Directors. The Committee designates Friends of Agriculture and provides a framework in which we can endorse, and possibly financially support. AgriPac decisions look at the “big picture” and are based on input from county Candidate Evaluation Committees, voting records, and possible past Farm Bureau interaction with the candidate.

With the increasing number of legislative and regulatory issues facing agriculture, it’s imperative that we have as many Friends of Agriculture elected as possible with county Farm Bureau support. We need more farmers in all forms of government: local, state, university and national.

The autonomy of AgriPac is crucial to its success. Nevertheless, prompt decisions and timely communications of final decisions to each county is important. Endorsements should not be withheld simply because the candidate is running unopposed. We encourage our members to contribute to AgriPac or FarmPac.

The delegate body directs MFB to form a group/committee to look at and make recommendations of ways to increase the money in our AgriPac fund and also how we can have greater impact of those dollars.

Farm Bureau

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Legal Defense Fund #100

100

Disabled

The Michigan Farm Bureau Legal Defense Fund is designed to provide financial support in connection with legal issues of common concern to Michigan agriculture and, in particular, those issues where the decision will be viewed as establishing an important legal precedent.

We recommend county Farm Bureaus contribute to the Legal Defense Fund a minimum of 10 cents per member, based on prior year membership, and encourage them to make additional discretionary contributions whenever possible. Further, we recommend that MFB continue to contribute up to a maximum of $20,000 annually, or an amount equal to that contributed by the county Farm Bureaus.

A letter requesting contributions, outlining significant activities supported by the fund and the present status of the fund balance should be sent to the county Farm Bureaus prior to their annual budgeting process. The Chief Operating Officer of MFB should annually evaluate the need for contributions to the fund based on the accumulated fund balance and the requests for legal assistance.

Farm Bureau

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Membership and Farm Bureau Programs #101

101

Disabled

Membership is the lifeblood of our organization. Michigan Farm Bureau encourages member engagement in membership, Community Action Groups, Promotion & Education, Young Farmer, High School and Collegiate programs through county Farm Bureaus.

We support:

Engaging, growing and maintaining membership,
Grassroots local policy development,
Educating youth, farmers, educators, consumers and public officials about agriculture and its importance to our economy,
Leadership programs for personal and professional development,
Developing young farmers for the future of our industry,
A diverse membership to promote and grow our agricultural community,
An inclusive culture that welcomes all farmers and agriculturalists, and
Equitable opportunities and resources for all members.

These programs help our members successfully be the voice for agriculture.

Farm Bureau

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International Trade Crossing #95

Disabled

Canada is Michigan’s leading trade partner and transportation to and from Canada is vital to accommodate the agricultural industry.

Backups of commercial vehicles at border crossings is detrimental to commerce. We urge adequate staffing to prevent delays in transportation of agricultural products.

We applaud the completed agreement to construct the Gordie Howe International Bridge (New International Trade Crossing) and urge its expedient completion.

Transportation

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Immigration #50

Disabled

Immigration laws and border security should be strictly enforced as the responsibility of the federal government. We oppose state mandates on employers to use E-Verify or similar programs.

We support improving worker availability in agriculture. Michigan Farm Bureau should continue working to address agriculture workforce challenges.

Insurance & Labor

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