A heavy rainstorm on April 2, 2025 filled Macomb County’s Red Run Drain with more than one million gallons of raw sewage from Oakland County.

Macomb County Public Works Commissioner Candice Miller described the murky mess she found in the drain the next day.

“It looks like chocolate pudding,” Miller says.

The fetid water came from a sewer pipe that empties into the drain, festooning it with some not-so-festive decorations.

“It almost looks like Christmas trees, because they’re all covered with sanitary wipes, sewer wipes, and some things that are too gross to discuss,” Miller said. “It’s sickening.”

Miller’s counterpart, Oakland County Water Resources Commissioner Jim Nash, confirms the foul water came from one of his department’s sewer lines, the Dequindre Interceptor.

Normally what flows through that pipe goes to the Great Lakes Water Authority for treatment. But when too much rain fills the system, Nash says an emergency relief valve inside the pipe keeps raw sewage out of people’s basements.

“The only alternative, if we had closed off that valve, would have been to flood — we estimate — 700 to 800 homes in that area with pure sewage,” he said.

To prevent that, Nash said it was necessary to divert the water into the Red Run Drain after the storm.

The argument goes back years

But Miller says this is not a new problem, as Oakland County has a history of releasing not only raw sewage, but treated sewage mixed with stormwater into her communities. The technical term is a combined sewage overflow. Miller says enough is enough.

“We’d like Oakland County to try to do something about their combined sewer overflows,” she said.

Miller and Nash have been squabbling for years over a facility in Oakland County called the George W. Kuhn Retention Basin. It’s a huge operation that can hold up to 150 million gallons of combined sewage and stormwater. 

“The water comes in, it goes through a screen; we have the biggest screening facility in the country,” Nash said. “Anything over a half an inch is screened out. It’s raked into a trough and then sent to Detroit for cleaning. It gets past that, and then it goes into these large chambers that hold millions of gallons.”

Nash says after the solids settle, the county treats them with chlorine to kill harmful bacteria such as E. coli. 

“When it comes out of our facility, it’s extremely clean,” he said. 

Updating infrastructure takes time and money

The Kuhn basin was built in the 1970s, and Nash says it’s been expanded and updated several times since then. Before its construction, Oakland County averaged almost 60 combined sewage overflows a year. Nash says the basin has helped reduce that number to eight or nine.

That’s too much for Candice Miller. A week after the storm she wrote a letter to the Michigan Department of Environment, Great Lakes, and Energy (EGLE) accusing Oakland County of violating its state permit to operate the Kuhn basin. A bipartisan coalition of state lawmakers has offered legislation requiring EGLE to put tougher restrictions on the facility.

Miller is also asking for a law requiring counties to ask permission before releasing any sewage into another county — treated or not.

Nash denies violating any permits and says Kuhn operated as it’s designed to after the April 2 rainfall. He adds it’s not the only source flowing into the Red Run Drain.

“There’s five separate storm water drains that come into that area in the same place,” he said. 

Nash says some of that is coming from Macomb County, which also experiences combined sewage overflows. Miller says her department has reduced CSOs by 80% since she took office in 2017 and spent millions of dollars expanding and improving its own retention basins.

She says Oakland County either needs to build bigger basins — which it has — or separate its stormwater and sewage. Jim Nash says the cost of that would be enormous.

“The estimates currently are about $3 billion to $4 billion dollars and would take 20 or 30 years for it to happen.,” he said.

Both counties explore natural drainage options

Nash says a better solution would be building green infrastructure to absorb water from more frequent heavy rainstorms fueled by climate change.

“We have to find ways like rain gardens, rain barrels, even planting more trees in urban areas,” he said. “All those things help with storm water, help absorb it.”

Nash said Oakland County offers up to $2,000 rebates for people to put rain barrels, trees, or rain gardens on their property.

Macomb County has also invested in green infrastructure. One example is the Sterling Relief Drain between 15 and 16 Mile roads. Workers removed tons of concrete from the drain and replaced it with grass, plants, and other natural features to soak up water and prevent basement backups.

Related: Could Detroit’s buried streams see the light of day?

Candice Miller admits such projects take time and money.

“You can’t do it overnight because it’s very expensive and it takes time to improve and upgrade old, antiquated infrastructure,” she said. “Everybody’s dealing with, it’s not just us or Oakland or Wayne.”

In the meantime, Miller says she’ll keep pushing Nash and Oakland County on behalf of her constituents to reduce CSOs flowing into Macomb County.

“They say all the time, ‘sue Oakland County,'” she said. “I don’t want to do that; I’d like him to try to do something.”

Nash says he is doing something, and that Miller should focus on Macomb County. Either way, it’s a dispute that’s not ending anytime soon.

Gov. Gretchen Whitmer continued to highlight road funding, housing, and innovation as three main priorities during a speech at the Grand Rapids Chamber Monday.

Whitmer has proposed a roads plan that involves putting all taxes on gas sales toward roads, and raising some new revenue from larger companies and the marijuana industry.

Meanwhile, a competing House Republican-led plan agrees on the gas tax front, though it would find additional money for roads by scaling back proposed using savings from scaling back business incentive programs, like one known as the SOAR Fund.

Whitmer said she’s open to ideas, but the state can’t afford to entirely cut programs meant to bring in business.

“Maybe it doesn’t look exactly like the SOAR going forward. Maybe they’ve got additional thoughts about ways that we could sharpen our toolkit. But what we can’t do is unilaterally drop all the tools and think that we’re going to be able to go toe to toe with states that are trying to steal companies that are already here,” Whitmer told reporters her speech.

Whitmer said talks are ongoing over whether Democrats should introduce bills for their competing vision, or if lawmakers need to get to a point where they have their own policy goals and negotiate from there using the House bills as a jumping–off point.

Senate Majority Leader Winnie Brinks (D-Grand Rapids) said it’s time for all sides to come together to hammer out details.

“We are eager to start serious negotiations about the budget and about the road funding concepts that are out there. The plans are great, but if they’re not bicameral — Not just bipartisan, but bicameral and bipartisan — it won’t succeed,” Brinks said.

Brinks said negotiations over roads need to happen side by side with budget discussions. She acknowledged the next state budget will likely be smaller than in recent years, while Whitmer also called for some belt-tightening during her speech. Much of that is due to fewer federal COVID-19 pandemic aid dollars being left.

As far as housing goes, Whitmer’s plan involves using a state agency to ensure more affordable housing units get built. She also wants lawmakers to fund a program that re-purposes former industrial sites for residential or commercial uses.

“I have told all the legislative leadership where we spend money, whether it’s in the budget or it’s elsewhere, it’s got to be negotiated with the budget. And so, it is my hope that we are able to secure additional longevity in the brownfield redevelopment funds,” she told reporters.

Whitmer said she’s not ready to say how much money she expects lawmakers to put into the Transformational Brownfield Plans program.

Monday’s speech was the fourth in a series of speeches her team is broadly referring to as the Road Ahead. Earlier talks include ones in Detroit given in January and earlier this month, and in Washington D.C.

Subscribe to The Metro on Apple Podcasts, Spotify, NPR.org or wherever you get your podcasts.

The Detroit Documenters play a crucial role in improving our access to public information. They’re at Detroit’s public meetings, taking thorough notes on what local officials and community members are saying. 

But their coverage also includes Highland Park, the small city surrounded by Detroit. Water has been an ongoing problem for Highland Park and it’s in the early stages of replacing its 115-year-old water system. 

Residents faced two boil water advisories in the last month, but still remain hopeful that system updates can lead to a more reliable system and cheaper water bills. 

Metro Producer Jack Filbrandt talked to Documenters Coordinator Noah Kincade and Michigan Public Data Reporter Adam Rayes to learn more about Highland Park’s system updates and water history. 

Rayes is also a Highland Park resident. Out of the many places he’s lived, he says the water bill has been the highest in Highland Park.

Residents are charged about $90 in additional fees that goes to system repairs and paying off the city’s Great Lakes Water Authority debt. 

“I’m looking at a bill of over $100 and if it wasn’t for those fees, I’d be paying way less,” Rayes said. “So it’s quite a hefty fee.”

The Heat and Warmth Fund, Wayne Metro Water Affordability Programs, and The Human Utility offer payment assistance and support to people living in Highland Park and across the metro area. 

Along with WDET, Michigan Public is one of Detroit Documenters’ media partners. 

Use the media player above to hear the full conversation.

More stories from The Metro on Monday, April 14:

• New series explores health care education, access for Bangladeshi women
• Detroiter tapped to lead National PAL’s youth mental health and wellness program
• New campaign demands accountability, systemic change for survivors of child abuse
• New book reexamines chronic absenteeism and potential solutions

Listen to The Metro weekdays from 10 a.m. to noon ET on 101.9 FM and streaming on-demand.

One of the few issues that often bridges the political divide is concern over the condition of the nation’s roads, rails and other infrastructure.

Those worries extend to the American Society of Civil Engineers (ASCE), which grades U.S. infrastructure every four years.

The group’s most recent report card gives the nation a mediocre “C.” It rates Michigan’s infrastructure as being slightly worse than that.

But ASCE’s chair of the infrastructure report card project, Darren Olson, told WDET both Michigan and the country as a whole have improved in at least one area.

Listen: Darren Olson on why ASCE gave US infrastructure a ‘C’ grade

This interview has been edited for clarity and length.

Darren Olson, ASCE: Our highest grade was for ports. They received a “B.” They were initially very much impacted by the pandemic. We can remember those situations where all the goods were bottled up at ports. Then they had a lot of private and public sector investment into the ports. And after that initial shock to the system, we saw a lot of improvement in the ability for our ports to take in and move goods at a level right now that is really helping our national economy.

As a state, Michigan received a “C-.“ Just a little bit below the national average. Roads in Michigan have always been a very hot button topic. But there has been some recent investments in that area as well, the Rebuilding Michigan Program, the Building Michigan Together plan. So there has been some investment set to help the roads, although that is still in the “D” range. One of the other ones that we see, which is consistent with ratings nationally, is the storm water grade. Michigan’s storm water grade is a “D.” Part of it is because Mother Nature is throwing at us storm events that most of our infrastructure isn’t designed for. I think a year or two ago, the Detroit airport flooded severely because four or five inches of rain came down pretty quickly.

Our storm water infrastructure just isn’t designed to handle some of these increasingly severe rainfall events. That’s one of the huge recommendations of our report card, to make our infrastructure more resilient. We don’t want to design our infrastructure for what we might expect today, let’s design it for what we’ll be expecting in 20, 30, 40 years from now. Infrastructure investment is such a long game that it really makes sense to design and build it accordingly.

Quinn Klinefelter, WDET News:  You gave Michigan’s road infrastructure a “D” grade. Michigan Gov. Gretchen Whitmer ran on the slogan, “Just fix the damn roads.” So from what you’re finding, the roads are not exactly getting fixed the way one would hope?

DO: There’s certainly progress being made. But what we see a lot of times, and what people maybe don’t understand so much about infrastructure, is that these projects take a long time. Nationally, the Infrastructure Investment and Jobs Act came out in 2021. And Michigan has had some pretty strong funding mechanisms for large scale infrastructure planning. But infrastructure takes a long time to go from planning to design and permitting to the construction process. So there is progress being made in Michigan on the roads. Unfortunately, after we’ve been underinvesting for decades, it’s going to take time, both in Michigan and nationally, to turn this around and bring them a grade they’re all proud of.

QK: Some of these projects require federal funding. The Trump administration has frozen or withdrawn funds for a variety of items. Is that affecting efforts to improve the nation’s infrastructure or, in your view, might it be likely to impact it in the future?

DO: Well, I can’t really comment on whether some of the funding will come to fruition or not. But what I can say is we have seen an improvement in our nation’s infrastructure over the past four years because of federal investment. We are urging our lawmakers to continue that level of investment. We’ve come from a “C-“ to a “C” nationally. It’s going to take us a long time to get to a level where we can give a grade that we’re all proud of. But a key to get there, after decades of underinvesting, is to continue to invest like we are now and increase funding where necessary. We’ve got a state and local and private sector role to play in this as well. And I think when we bring all of those stakeholders together to help fund our infrastructure, there is improvement.

QK: Beyond roads and bridges and the like, your group also examined the infrastructure surrounding school facilities. How are the schools faring there?

DO: Schools are a very tough infrastructure category to analyze because so much of that is funded at the local level. Sometimes there’s just not a whole lot of data on what the status is of that funding and what the needs are of the schools. Unfortunately, it’s kind of ironic that schools which issue grades also got one of our lowest grades, a “D+.” That’s something that we would hope can get turned around in the next four years.

QK: When you say “D+” does that mean there’s poor investment in school buildings themselves or the heating, air, cooling units, or all of the above?

DO: All the infrastructure associated with schools as a category gets a “D.” That really means that it’s in poor condition and at risk. In fact, poor infrastructure overall is costing American families $2,700 a year. That’s money that we spend because of extra time and traffic congestion, which I’m sure Michigan is familiar with. When we have to buy bottled water because of a water main break or maybe have to throw out all of our groceries in the refrigerator because the power goes out. If we just invest like we are now, we will be saving American families $700 of that every year. That’s money they can put back into buying goods and services. Manufacturing, which is something that Michigan really relies on for employment, becomes much more efficient when we have good infrastructure. Manufacturing needs water, it needs roads, it needs ports. When we invest in those we see improvements in the infrastructure and we see our economy working more efficiently.

Michigan lawmakers are debating the best way to increase funding to maintain the state’s roads, but a new report from the Citizens Research Council argues that there are ways to make better use of the money the state already has available. 

Eric Paul Dennis, a research associate of infrastructure policy at the Citizens Research Council of Michigan, says the biggest road block the state faces in distributing funds effectively for roads is Public Act 51.

“It was supposed to be a 15-year-long construction program. It was scheduled to sunset originally in 1967,” Dennis said. “And the idea was once we used these construction dollars to build out a road network, that law would be sunset and it would be replaced with something more appropriate for ongoing maintenance.”

However, instead of replacing the law with a more sustainable road funding approach, lawmakers have repeatedly amended it.

“I believe it’s now been amended over 300 times,” he said.

Dennis said one of the main criticisms of the current system is the outdated methodology used to distribute funding. He added that the state has better equipment and technology to assess the condition of roads, and can make better decisions on allocating funds based on that.

“We can automate data collection now, computers do everything. We send that data to a mapping server or something, and that can give us much more precise, much more usable information about what our road network looks like,” Dennis said.

A significant portion of that funding has been directed toward expanding highway capacity rather than maintenance.

“The money that we are getting, we’re spending a decent part of that putting down more and more pavement,” he said.

But Dennis said adding more roads will only increase spending in the long run.

“When you do that, you’re imposing long-term maintenance liabilities. Thinking about things like that, I think, would go a long way in assuring that we can get to a financially stable situation in our road funding,” he added.