Maintaining Roads & Saving Cost

As a county we just passed up the opportunity of receiving $47,000,000 for local Infrastructure for new roads and dams, and road repairs, equipment, and employees. Why did not apply for this?

So we are left to the following for now

Let's Do the Math

A new initiative:

Developers have a choice of paying for the roads that need to be built and turning the roads over to the county with a road assessment fee per lot per year to cover road maintenance cost Or New Roads whether dirt and or paved will be in a PUD and Privately Built & maintained by the developer / and overseen by an HOA or PIT agreement* add no cost to the county road department. A savings of cost for the county that will NOT raise taxes on current residence. Excepting for Hwys easements can be 28' rather than 50' plus.
Smaller low impact roads less than 1,000 entry's per day at 30 MPH and that are not on HWYs, can function fine with 8' road widths using these slower speeds, instead of 11' plus road wide widths. Easement can be as small as 25' in width instead of 50' width. This will save a 20% cost with these smaller width roads. Under 350 ADT widths of 6' if needed per lane.
Absolutely, enforcing the rigid, and a "one size fits all" non-flexible standard on residential street design, is wasteful and costly. This- one- size -fits- all county imposed standard is akin to forcing a size 14 shoe on a size 8 foot, and this is impractical. I must ask why is this wasteful standard was ever adapted. We are accountable for how our money wasted. We don't have extra money, let's not be inefficient. Here's why flexibility in street design is not only sensible, but also cost-effective, and must be implemented immediately. After speaking with road engineers too much sub-base can cause road damage, pot holes, and promote erosion. Street design with all of its layers of sub-base, base and pavement can be reduced. Then there's Ditch water I will address later.
1. Customization to Local Needs: Just as not everyone wears the same shoe size, not every residential area has the same traffic patterns or needs. Flexibility in street design allows authorities to tailor solutions to the specific requirements of each neighborhood, whether it's smaller width roads, lowering speeds, adding stop signs, or other traffic management measures.
2. Cost Savings: By adopting a flexible approach to street design, and smaller road widths, municipalities, communities, and our county can avoid unnecessary expenditures on overbuilt infrastructure that are not suitable nor cost-effective for the community's needs. This not only saves money but also minimizes waste by allocating resources more efficiently.
3. This targeted approach is more efficient than applying uniform standards that do not address specific local challenges, and that waste county resources.
In summary, adopting a flexible framework for street design allows this county and the municipalities within to better meet the diverse needs of their communities while maximizing cost-efficiency. By embracing flexibility, local authorities can create more economical, safer, more livable residential environments without unnecessary waste or expense.

*Understanding the distinctions between various property management entities like HOAs, COAs, POAs, PIDs, and PUDs can indeed be complex. Let's break down the differences and implications more clearly:

Public Improvement District (PID): A PID, or Public Improvement District, is typically created by a city or county to fund specific improvements in a designated neighborhood, such as roads or underground utilities. PIDs levy special taxes on property owners within the district to finance these improvements, usually through bonds. Unlike HOAs, PIDs are not under the direct control of homeowners but are managed by the city or county. The tax obligations of PIDs are often temporary, lasting until the improvement costs are paid off, usually within 20 to 40 years.

Planned Unit Development (PUD) vs. Public Utility District (PUD): Here, it's important to distinguish between two different meanings of "PUD." While "PUD" commonly stands for "Planned Unit Development," in this context, we're discussing "Public Utility Districts."

Public Utility District (PUD): A Public Utility District is a community-operated entity responsible for providing essential services like electricity, water, sewer, and sometimes telecommunications. Unlike HOAs, PUDs are controlled by the community through an elected board. They operate as non-profit entities and may offer better deals or services compared to private utility companies. PUDs are not regulated by utility commissions, which can affect pricing and service quality.
Planned Unit Development (PUD): On the other hand, a Planned Unit Development refers to a zoning designation that allows for a mixed-use development with a variety of housing types, commercial spaces, and amenities. It's important not to confuse this with a Public Utility District.

Impact on HOAs: HOAs must closely collaborate with both PIDs and PUDs to ensure the best outcomes for homeowners:

With PIDs: HOAs may work with PID boards to address specific infrastructure needs or financing arrangements. However, homeowners should be aware of the tax implications and potential lack of control over PID decisions.
With PUDs: HOAs should understand the scope of services provided by the PUD and collaborate to ensure optimal service delivery to homeowners.

In summary, while PIDs and PUDs may seem similar to community associations like HOAs, they serve distinct purposes and operate independently. Understanding these differences is crucial for homeowners and HOAs to navigate effectively and ensure the best outcomes for their communities.

In addition to several grants below

The Rural Surface Transportation Grant Program

What is the Rural Surface Transportation Grant Program?

The Rural Surface Transportation Grant Program supports projects that improve and expand the surface transportation infrastructure in rural areas to increase connectivity, improve the safety and reliability of the movement of people and freight, and generate regional economic growth and improve quality of life. Rural Surface Transportation grant program funding will be made available under the MPDG combined Notice of Funding Opportunity (NOFO).

Eligible Applicants:

a State;
a regional transportation planning organization;
a unit of local government;
a tribal government or a consortium of tribal governments; or
a multijurisdictional group of entities above.

Eligible Projects:

A highway, bridge, or tunnel project eligible under National Highway Performance Program
A highway, bridge, or tunnel project eligible under Surface Transportation Block Grant
A highway, bridge, or tunnel project eligible under Tribal Transportation Program
A highway freight project eligible under National Highway Freight Program
A highway safety improvement project, including a project to improve a high risk rural road as defined by the Highway Safety Improvement Program
A project on a publicly-owned highway or bridge that provides or increases access to an agricultural, commercial, energy, or intermodal facility that supports the economy of a rural area
A project to develop, establish, or maintain an integrated mobility management system, a transportation demand management system, or on-demand mobility services