Just a quick follow-up from last month’s article: after speaking further with Kari Sabel, it appears the Timber Production and Expansion Guaranteed Loan Program (TPEP) will work for financing logging equipment. Remember, this is not a grant program, and you must work through approved lenders. More details are available in my January article and on page 30 of this issue.
As we sort through opportunities like TPEP we are also seeing a different challenge take shape across our road systems. Lately, there seems to be a growing trend among Michigan road commissions. After repaving certain roads, some road commissions are immediately restricting truck traffic. I don’t have all the details, but this fall Delta County restricted County Road 440 to trucks under 80,000 pounds. This is a serious concern for the forest industry, as log trucks have historically relied on that road to access timber sales in the Hiawatha National Forest. Now GLTPA has been made aware of another new restriction, this time in Otsego County.
Much like County Road 440, Sparr Road in Otsego County has long been used by logging trucks, as well as oil and gas traffic. This is largely due to the 120,000-acre Pigeon River County State Forest, which spans portions of Otsego, Cheboygan, and Montmorency counties. It is one of the largest continuous blocks of undeveloped state land in Lower Michigan. Nearly all county roads within the Pigeon are gravel, with only four major routes connecting to paved roads.
In March 2025, the Otsego County Road Commission Board passed a resolution to protect the public health, safety, and general welfare under the authority of Public Act 359 of 1947 and MCL 257.726 of the Michigan Vehicle Code, establishing a designated truck route for commercial traffic coming out of the Pigeon River County State Forest.
What this means in practice is that log trucks must now follow the designated truck route instead of using the newly paved Sparr road despite the Road Commission Chair stating that the new road was built to “all-season specs.” The designated route adds a 22-mile round-trip detour for trucks heading toward most of the region’s pulp mills.
In my opinion, the designated route is less safe than Sparr Road. It forces trucks onto narrow, deteriorated roads with no shoulders and includes a hill steep enough to drop a loaded truck into fourth gear. In winter, the route becomes nearly impassable. I’ve personally dealt with trucks spinning out on that hill in past seasons. While the resolution claims the route is for safety, the reality on the ground suggests otherwise. It appears the road commission is more interested in keeping heavy industry off their newly paved roads.
Since GLTPA became aware of the issue, we’ve had productive conversations with representatives from the Otsego County Road Commission. They expressed concerns about trucks traveling too fast on Sparr Road, but it also became clear that protecting the new pavement was a major factor. From their perspective, logging, oil, and gas traffic are the problem.
Across Michigan, we’ve all heard about increases in road funding. But many road commissions feel the increases were nowhere near enough, and they have legitimate concerns about long-term funding stability. Naturally, they want to protect the roads they have.
At our recent meeting with the Otsego County Road Commission, we didn’t find a solution for amending the truck route, but I still consider the meeting a success. Our industry is working to rebuild relationships with road commissions. These relationships have been strained over the years by a few bad actors. One comment from the meeting stood out: if logging trucks slowed down, there would be no need for a truck route on Sparr Road. Someone even suggested that a 35-mph truck-only speed limit could eliminate the need for the restriction. I’m not sure whether separate truck speed limits on local roads are legal or practical but perhaps compromises like speed limits could help protect new roads without shutting out industry.
Whether in Michigan or Wisconsin, there’s one thing we can all do: slow down and haul legal weights. There is no magic wand to fix our road infrastructure. The general public doesn’t understand axle weights. They just see a big truck and a pothole, and they draw their own conclusions. We know that’s not how road damage works, but perception often becomes reality.
None of these challenges will be solved overnight, but we can make real progress by controlling what’s within our reach. Slowing down, hauling legal weights, and continuing to show professionalism on the road are simple steps that strengthen our credibility and help rebuild trust with road commissions and the public. GLTPA will keep working toward practical solutions that protect both our industry and the infrastructure we all rely on, but lasting change depends on all of us doing our part. Perception may not always match reality, but consistent, responsible behavior is the best way to close that gap.
Mike Elenz
GLTPA President