AnnArbor.com Article Features Programs to Educate All Cyclists

AnnArbor.com recently published a great article about PEAC, Programs to Educate All Cyclists.  The original article can be found here.

Katie Berger really wanted to be like her siblings and friends and ride a bike. But after a series of strokes when she was 2 years old left her with a few fine motor issues, including difficulty with balance, riding a bike was difficult for the 13-year-old Saline girl.


“When we tried putting her on a bike with training wheels, she had a very difficult time keeping her feet on the pedals and getting that motion of pedaling the bike,” said her mom, Heather Berger.

Thanks to the help of Programs to Educate All Cyclists, Katie slowly learned to ride a bike. She has attended the summer program in Saline for six years. Katie started by working on pedaling, with her feet strapped to pedals so they wouldn’t slip off. She then graduated to riding a tricycle by herself, working on steering and using the hand brakes.

Now, Katie has her own adult-sized tricycle. “She can ride independently, totally through the neighborhood. She does really well,” Berger said. She doesn’t feel like she has to watch Katie’s every move. “This gives her that freedom of being able to go fast, that speed that she needs, and being able to do it and be confident. It’s made a huge difference.”

With trained staff, specialized bike equipment, and plenty of encouragement, PEAC provides disabled individuals and their families in cities across Michigan specialized training to safely ride a bike.

This summer, Katie learned about riding safely on the street. Berger hopes she graduates to riding a two-wheel bike next summer.

At first, Berger said it was a little scary to watch Katie on a bike, but the staff made her, and her daughter, comfortable.

“I felt very at ease doing it through the PEAC program, just because you could tell they knew what they were doing, and I felt very comfortable with them taking over and helping her, and helping build her self esteem and her confidence. I think that was a big part of it, too—they have to believe that she could do it, and that made her believe she could do it as well.”

Taking small steps toward goals

PEAC began as an idea in the late 1980s. John Waterman, PEAC founder, was a special education teacher in Battle Creek. A special-needs student was killed while riding a bike to school. Waterman started working with special needs students in the area.

In 2003, PEAC became an official nonprofit organization, offering lessons in the summers, special programs at schools and private lessons.

PEAC summer programs occur twice a week for seven or eight weeks in the summer, often in the parking lots of an elementary school. Families sign up for an hour time slot, during which children receive individualized training.

The trained staff pays attention to the individual needs of the students, whether they need specialized bikes or plenty of encouragement. There are 12 staff members during the summer, and three year-round.

Lauren Telfer, who has a master’s degree in special education at Eastern Michigan University, is one of the staff members.

Telfer said PEAC helps kids take small steps in moving toward their goals. Most start by riding a tricycle or by being on the back of a tandem bike led by a staff member.

Balance is usually the biggest difficulty for students, so staff members often add a back rest to a bike seat. To help the students stay on the bike, the staff can strap students to the back rest, or strap students’ feet to the pedals.

Telfer said this sounds strange, “but it works, and the kids love it.” Kids feel more secure on the bike, and are able to get used to the motion of pedaling. Telfer said the staff can also equip a tandem bike with a “kiddie crank,” which lets the kids pedal once for every two times pedaled by the captain of the tandem. This prevents the kids from getting too tired while they gradually build up their strength.

It’s all about baby steps, Telfer said, no matter the student’s goal. “We never tell them no, you’re not going to be able to do that. We don’t want to ruin their hopes and dreams. So we say OK, well first you have to do this. Let’s work on this, and then you’re one step closer.”

Gaining independence

Telfer said one of the most important things PEAC does is give their students a sense of independence, “to teach them to get from home to school or home to the library, even to a friend’s house, stuff that people without disabilities just take for granted getting up and going somewhere.”

Lisa Rentschler of Saline is grateful that the PEAC program is helping her 9-year-old son Connor become more independent. Connor is autistic and has attended the summer program for four years. He has improved his balance on the bike and his ability to concentrate.

“When he first started, he’d love to watch the wheel go round,” she said. “He wouldn’t watch where he was going. But they did break him of that habit, through patience, and repeated reminders that he needed to watch the road.”

Rentschler added, “There aren’t really any other programs out there with kids with special needs to help them learn how to ride a bike and learn how to ride it safely. To have it right in our backyard is a bonus. I’m thankful that John [Waterman] has fought to keep this program funded and keep the cost low for the participants.”

Waterman said that the summer program usually costs PEAC $450 per student. Parents pay $30. The lessons often have 1-1 student-to-teacher ratio.

Finding funding for this program has been difficult. But PEAC will receive more than $800,000 in grants over the next three years. The money is part of federal transit dollars given to the Southeast Michigan Council of Governments. PEAC will use the money to help residents in Wayne, Oakland and Macomb counties walk or ride to local buses.

On Sept. 18, the PEAC is having its annual race and fundraiser, which provides most of the nonprofit’s funding. Riders can participate in a 12-, 35-, 50-, 75- or 100-mile course. Registration costs $20, and the ride starts in Hines Park in Dearborn Heights. More than 600 cyclists are expected to attend.

The race is called the “Celebration of Cycling,” because “we know everyone can ride,” Waterman said. “And [the race is] a chance to really enjoy the freedom of riding, feel the wind in your hair, and move yourself … It’s just a joy that everyone should have the chance to experience.”

Tara Cavanaugh is a freelance reporter for AnnArbor.com. Reach the news desk by e-mailing news@annarbor.com or by calling 734-623-2530.

Pure Michigan, Pure Pothole Hell

Check out the video below put together by the Drive Michigan campaign.  The video is a spoof of the highly succesful Pure Michigan tourism campaign. 




For more information on the Drive Michigan campaign visit their website at http://drivemi.org/

Saline Area Sustainability Circle Drafts Growth Document

The Saline Area Sustainability Circle (SASC), made up of five communities surrounding and including the City of Saline, explore policy changes. The SASC hired interns to explore establishing a growth management boundary. Working together, the group hopes to create one comprehensive region reducing sprawl while providing affordable housing, regional transportation options and protecting the environment and historic features.

The group has drafted a brochure which is shown below.




You can access the draft document by downloading the Word Document.

When Do Roads Pay For Themselves?

This article was written by Eric de Place and was posted on the Sightline Daily at daily.sightline.org. The post examines the payback of costs for a widening project with issues similar to that of US-23, though at a much smaller scale.  The original post can be found here.


When Do Roads Pay For Themselves?

Posted by Eric de Place 07/01/2010 02:15 PM

A Portland freeway expansion as a case study.

Kevin Downing, a reader in Portland, got me hooked on a fascinating exercise: trying to figure out how long it takes a road expansion to pay for itself. Let's take a look at how this might work. (But please stick around for all the caveats at the end.)

Consider, for example, the Delta Park Project in north Portland. It's a $60 million endeavor that will add one lane in each direction to a 1.2 mile-long segment of Interstate 5, which currently has two lanes in each direction. So the question is: will road-users on that segment pay for the $60 million price tag?

Here's how I see the numbers. Assuming fuel efficiency of 22.5 miles per gallon, on average, a typical passenger vehicle would burn a bit more than 0.05 gallons of gasoline to drive that 1.2 miles of roadway. Multiply the fuel usage by the federal gasoline tax of 18.4 cents per gallon, as well as by the Oregon gasoline tax of 27 cents per gallon (a figure that includes the 3 cent per gallon add-on for Multnomah County), and you find that a single trip on that section of road yields a little less than 2.5 cents in revenue.

So far so good. Now let's assume that the average daily traffic volume is 124,833 vehicles. (That's the average of the official numbers I got from ODoT from four monitoring points.) If each of those vehicles generates the average revenue, then a day's worth of travel nets $3,015. That's not much. In fact, in order to pay for the $60 million investment, you would need nearly 20,000 days of travel revenue. Put in simpler terms, it would take road-users more than 54 years to pay for the road expansion.

And it's probably much worse, because my simplistic accounting leaves out a lot.

For one thing, I'm assuming that the revenue from fuel burned on all six lanes of the expanded freeway is used to pay off the cost of the two new lanes. If the two new lanes had to pay for themselves, then the payback period could be more like 150 years.

I'm also not factoring in any financing costs. Nor am I accounting for overhead related to administration, contract management, or other government costs that aren't directly included in the Delta Park Project budget. (And I'm not discounting future tax receipts or doing anything fancy like that.) If the real price tag is greater than $60 million, then we're looking at a longer payback period.

Plus, I'm assuming that vehicle fuel efficiency stays unchanged for the next 54 years. If cars get more efficient, then each trip will generate less revenue, and therefore require a longer time period to pay for the road expansion.

On the other hand, I should be fair: the tax rate could go up faster than fuel economy improves (or some other tax, like the mileage tax, could kick in) and revenues from driving could come in faster than I've calculated, making for a shorter payback period. Well, maybe.

I've also assumed that the traffic volume remains unchanged over the next 54 years, but it may not. If driving gets more expensive--whether because of new taxes or rising world oil prices--then it's likely that people will drive fewer miles. And a lower traffic volume on that road segment would, once again, make for an even longer payback period.

Of course to be fair, the traffic volume on that section of I-5 could increase. Road widening often encourages more driving, which would mean more revenue, and therefore a shorter payback period. Interestingly, however, the Department of Transportation does not believe there will be any increase in traffic volume because of the new lanes.

Then there's all the other stuff I didn't factor in. When I say that the road pays for itself in 54 years, I'm not counting the direct costs that a road incurs such as cleaning, maintaining, resurfacing, and repairing it. Nor I am counting the cost of lighting it, policing it, and so on. What's more, I'm not counting the costs of any of the "externalities" of road use, including the carbon emissions that contribute to climate change, the air pollution that harms human health, the water pollution that degrades rivers and lakes, or the noise that reduces quality of life and property values alike; nor am I counting the economic costs of property damage, injuries, and fatalities that arise from collisions on the road segment.

That said, the road widening may help reduce the cost of some current externalities, such as time lost to traffic congestion. It's difficult to make such a calculation. And it's made harder by the fact that the construction itself usually causes further congestion, and even the congestion benefits of new lanes tend to be short-lived.

Whew!

What else didn't I calculate? Trucks for one. Trucks in Oregon are subject to a weight-mile tax that, in theory, is designed so that truckers pay the cost of their disproportionate impact on roads. For the purposes of my chicken-scratch calculation here, I've simply assumed that trucks actually do pay for themselves, which may not be a safe assumption.

Leaving trucks out does pose a few analytical hazards though. They put a lot of strain on road surfaces, and they tend to increase congestion and boost the cost of other externalities like air pollution and noise. But because they also burn more fuel than cars, they also generate more revenue from fuel taxes.

Is anyone still reading? Anyone?

So, okay, the bottom line is this: road expansions don't pay for themselves.

It's certainly true that getting an accurate accounting requires more workmanship than I've put into this blog post, but the balance of factors seems to pretty clearly suggest that the payback period is very long.

You might quibble that the Delta Park Project isn't a good example; that other projects are less expensive. And I'll concede that this freeway example includes bridge and ramp reconstruction. Yet it's also true that there are no right-of-way or displacement costs, and the four existing lanes are functioning okay already. So a new road project is likely to be even more expensive than this one.

What about the really big-ticket project next door, the Columbia River Crossing? Well, someone else will have to do that calculation.

And Seattle's deep-bore tunnel? (No, I can't help myself. It's a sickness.)

It will pay for itself in a mere 14,506 years. (That's using figures for the "no-toll" scenario.) Just think: if we had built it during the late Upper Paleolithic period, it would have almost paid its own way by now.



What do you think of Eric de Place's analysis?

Forum Attempts to Put Mass Transit On Right Track - The Rochester Citizen

The original article, Forum Attempts to Put Mass Transit On Right Track, can be found here

A group of Royal Oak area citizens met with a handful of politicians on Monday in an attempt to jolt Michigan ’s mass transit system onto the right track.

A crowd of about 70 withstood the stuffy air inside St. John’s Episcopal Church for a two-hour forum discussing and brainstorming efforts to improve mass transit in Michigan , particularly rail traffic capabilities.

Leading the thought-provoking effort were state Rep. Marie Donigan, D-Royal Oak; Tim Fischer of the Michigan Environmental Council; Royal Oak Mayor Jim Ellison; John DeLora of the Michigan Association of Railroad Passengers; and Angela Riess, environmental planner for Southeast Michigan Council of Governments.

The session was largely interactive, with the audience breaking up into groups, each proposing its wishes for railroad routes and making cases for their choices. Several times during the supposed structured practices, individuals couldn’t refrain from pleading their personal frustrations or solutions.

While many of the ideas appeared to have merit, none are going to be put into play anytime soon, thanks to the ever-present financial restraints.
“It’s a slow process, as representative Donigan will tell you,” said Fischer.

DeLora, who puts out the newsletter The Michigan Passenger, brought gasps when he reeled off this nifty fact: “The state constitution says that a minimum of 90 percent of transportation revenues have to be used on roads only.”

That leaves 10 percent or less for developing new rails and improving existing ones.

Added Donigan: “Write your congressman an e-mail saying that you want more rails and are willing to help pay for them.”

DeLora, who says he goes back 40 years in his involvement with Michigan ’s rails, blames the state’s top post for the lag in producing a more effective transit system.

“You don’t get action until you get a governor who makes it a priority,” he said. “We haven’t had a governor that did that since Gov. (William) Milliken.”

The three major railway routes in the state consist of Port Huron to Chicago , with many stops in between, Grand Rapids to Chicago and Pontiac to Chicago . Some of the suggestions the attendees of the forum expressed were:

• A line between Ann Arbor and Lansing , linking the state’s two largest college cities.
• Creating an efficient route from Detroit to Toledo that would allow for more direct continuation to destinations in the eastern part of the country.
• More North-South transportation to places such as Traverse City and Mackinaw City.

Turning single-lane tracks into double-lane options.
After patiently watching and listening to the varied suggestions, a slight woman raised her hand and unleashed her frustrations with a torrent.

“I need to go from Detroit to Cleveland and Philly to see family and I’m incensed with how hard that is,” said Eunice Rose. She even made up a word for her displeasure. “It’s angrifying,” she said. “It’s crazy that I have to sit here and talk about a system that is absolutely horrible.”
Ms. Rose’s plea brought laughs and applause.


Some of the common complaints of the current passenger system included, unreliable arrivals and departures; slow speeds; and a lack of auxiliary transportation, such as buses, when departing a train.

“Once people get there, they have no car,” Donigan said. “We have to make sure we have those connections. We have to remember to have multi-modal transportation, not just rails.”

One option officials are looking into – due largely to budget constraints – is making better use of freight tracks.

“We’re going to explore existing freight rails to see if it’s feasible to add passenger trains,” Fischer said.

“If we can use what’s already there to limit costs, it’s important to look into it,” Riess said.

That sentiment pretty much summed up the evening. Great ideas for improving mass transit in Michigan are anything but scarce. Unfortunately the funds to do so are scarce, at least today.

The small group of officials who sought input from “common folk” got it in abundance and hope to use the spirited banter to spur future growth in mass transit, convincing their political brethren to get on board.

The forum tour will also be making stops in Grand Rapids , Traverse City , Lansing , Jackson , Holland , Detroit , Kalamazoo and Ann Arbor .

AATA Welcomes Two New Board Members

ANN ARBOR, MI – Two new board members – Anya Dale and Roger Kerson – have been welcomed to the Ann Arbor Transportation Authority (TheRide) following their recent appointments by Ann Arbor Mayor John Hieftje with the approval of city council. Dale was appointed on May 17 and Kerson on June 7.

Dale brings to TheRide a passion for the environment, having focused much of her recent effort on encouraging sustainable land use and transportation. She earned a Bachelor of Science degree from Michigan State University in environmental biology/zoology and a Masters from Eastern Michigan University in urban and regional planning.

Dale has gained experience ranging from writing agricultural conservation and wetland restoration plans to caring for African fruit bats and coordinating annual crane count events.

Professionally, she is a project manager with the Washtenaw County Department of Economic Development and Energy. Her work includes oversight for Re-imagine Washtenaw and several energy-related projects. Dale also provides support to projects awarded the Washtenaw County Energy Efficiency and Conservation Block Grant.

Of her appointment to the board, Dale said, “As someone who walks and buses to work, I am thrilled to join the Ann Arbor Transportation Authority board. I hope my technical background, volunteer experience and passion will enable me to bring a new perspective to the board and work with the community to develop a vision for how public transit can better serve the region.



Kerson is a media consultant at RK Communications, providing public relations, advertising, social media strategy and other services to labor unions, businesses and non-profit organizations. His current projects include media relations and advertising for “Save Our Ride”, a labor-community coalition advocating enhanced support of public transit agencies across the nation.

Kerson previously served as director of public relations at the United Auto Workers, where he helped lead the union’s successful advocacy campaign for aid for the auto industry in 2008 and 2009. His writings have appeared in various publications, including the Chicago Sun Times, The Michigan Voice and Washington Monthly.

Kerson’s community service activities include serving on the board of the Washtenaw County chapter of ACLU Michigan and the Ann Arbor Housing and Human Services Advisory Board. His leadership positions have included two terms as vice president of UAW Local 1981, the National Writers Union and three years as president of the Ecology Center board of directors.

Kerson lives in Ann Arbor with his wife, Robin Kaplan, and two daughters.

“I'm committed to maintaining the highest possible quality of service for AATA riders -- and to working with fellow board members and staff to create cleaner, greener transportation alternatives in our community," said Kerson about his appointment to the board.

Notice of Temporary Traffic Control Plan BROADWAY (SWIFT TO PLYMOUTH)

Press release from the City of Ann Arbor on upcoming traffic control plan for Broadway.


Notice of Temporary Traffic Control Plan


BROADWAY (SWIFT TO PLYMOUTH)

June 21 – August 6, 2010



Location and Limits of Affected Area:

Broadway from Swift St to Plymouth Rd



Description of Work:

Road resurfacing



Temporary Construction Traffic Control Plan:

Two-way traffic will be maintained, but will be reduced to one lane in each direction.


During this work the traffic may experience delays within the areas influenced by this work. Detour signs will not be posted for this construction; however the motorists are advised to seek alternate routes. To maintain the safety of all, please reduce speeds and drive cautiously through work zones. We thank you in advance for your patience as these necessary public infrastructure improvements are completed.




Project Contacts:

City of Ann Arbor

Elizabeth Rolla, P.E., Senior Project Manager (734) 323-7156

Rob Wagner, Civil Engineering Specialist, (734) 323-5604



Barrett Paving Materials, Inc.

Bill Householder, Construction Contractor, (313) 363-2579

Michigan Moving on ‘Complete Streets’

The following is a blog post from the Michigan Land Use Institute. Find more MLUI blog posts here.

This week a state House committee will review two bills aimed at supporting “Complete Streets” initiatives across Michigan.

If you like to walk or bike, the bills, HB 6151-6152, deserve your support. They would help communities and road agencies design streets and reconstruct roads so that everyone can use them-walkers, bikers, trucks and cars. In case you haven’t noticed while driving around in recent years, biking and walking are gaining popularity as gas prices increase and more people look for alternative modes of transportation.

The League of Michigan Bicyclists’ John Lindenmayer, one of the main leaders of the Michigan Complete Streets Coalition, even argues that the bills are potential boosters for Michigan’s lagging economy.

“Not only do complete streets make roadways safer by reducing accidents and making it easier for walkers and bikers to share the roads with cars,” Mr. Lindenmayer said, “they also stimulate economic growth by increasing property values and facilitating development.

“It’s the wave of the future,” he added, “and in cities across the country it’s also an indicator of healthy, sustainable development.”

So far Lansing lawmakers have heard from a wide and diverse range of organizations supporting the bills, including AARP, the Michigan Environmental Council, and the Michigan Municipal League. While there is great support for the bills, one state agency is standing in the way their passage.

The Michigan Department of Transportation (MDOT) wants to make sure that these bills don’t end up creating unintended consequences for road builders.

But supporters of the bill point out that there’s more than a little irony in that concern.

Tim Fisher, of the Michigan Environmental Council, said that, “the unintended consequences of the current system makes it often unsafe for pedestrians. If we can avoid injury and other types of unintended consequences caused when bikes and cars collide, then we are making progress.”

Mr. Fisher points out that the Complete Streets bills leave room for communities to decide how to design roadways that accommodate all users of all ages. It’s a way to ensure that pedestrians, cyclists, and cars are able to share the right of ways with out creating dangerous circumstances for each other. The idea is to facilitate better working relations between the state transportation department and the communities it serves.

Traverse City’s mayor points out that the communitywide sentiment documented by the Grand Vision planning project makes the bills particularly important in that region.

“The Grand Vision talks about an overwhelming desire for streets that serve all uses because that’s what the citizens want,” Mayor Chris Bzdok explained. “Most of the main thoroughfares that cut through our region’s cities and villages are state roads, making it really important for a Complete Streets approach.

“Whether we are talking about Division Street in Traverse City, M-22 in Suttons Bay, or M-131 in Kalkaska,” he added, “these are state-owned roads that run through our neighborhoods. Completing these important roadways is vital to our region’s economic prosperity.”

Over the last 50 years Michigan residents have moved further away from their jobs and commercial centers and, as a result, planners and engineers have struggled to accommodate more automobile traffic on city roads.

Traditionally, the solution has always been wider roads with more car lanes. But not only have more lanes failed to relieve congestion, they have actually harmed communities: Too often, people cannot walk or bike safely along or across these multi-lane barriers, which harms property values and diminishes quality of life.

This legislation will help shift road designers’ emphasis away from an “autos only” mindset and toward inclusion of pedestrians and bikers as legitimate users of our public roadways. It’s a win for everyone.

That is why MLUI strongly supports passage of these bills.

The bills could be voted out of committee this week, so groups around the state are encouraging citizens to contact their lawmakers by phone or email and ask them to support it. After the committee vote, if it’s successful, the bills will move to the floor of the House of Representatives for a full vote.

Here’s a list of the members of the House Committee on Transportation and Commerce, who will decide whether the bill can move forward:

■pambyrnes@house.mi.gov,
■andrewkandrevas@house.mi.gov,
■mariedonigan@house.mi.gov,
■douglasgeiss@house.mi.gov,
■martingriffin@house.mi.gov,
■HaroldHaugh@house.mi.gov,
■gabeleland@house.mi.gov,
■JudyNerat@house.mi.gov,
■RoySchmidt@house.mi.gov,
■ColemanAYoungII@house.mi.gov,
■paulopsommer@house.mi.gov,
■JamesBolger@house.mi.gov,
■LarryDeShazor@house.mi.gov,
■martyknollenberg@house.mi.gov,
■tompearce@house.mi.gov,
■WayneSchmidt@house.mi.gov,
■PaulScott@house.mi.gov
Please drop a line to as many of them as you can and let them know your thoughts on having Complete Streets in Michigan!

Brian Beauchamp, a policy specialist at the Michigan Land Use Institute, bikes to work even when it’s raining. Reach him at brian@mlui.org.

A look at the Cost of Transportation by the Center for Neighborhood Technology

What is the true cost of housing when one factors in the cost of transportation? The map below shows the cost of housing and transportation in the Washtenaw County area.

Explore the interactive map below to learn more about the housing and transportation affordability index.

H+T Affordability Index: Ann Arbor, MI: Comparing Housing Costs - % Income to Housing and Transportation Costs - % Income The Housing + Transportation Affordability Index is an innovative tool that measures the true affordability of housing based on its location.

© Copyright 2003-10 Center for Neighborhood Technology
2125 W North Ave, Chicago, IL 60647 · Tel: (773) 278-4800 · Fax: (773) 278-3840

You can learn more about CNT by visiting their website at cnt.org

NOTICE OF TEMPORARY TRAFFIC CONTROL PLAN

CITY OF ANN ARBOR, MICHIGAN

Project Management Services Unit
100 N. Fifth Avenue, P.O. Box 8647
P.O. Box 8647, Ann Arbor, Michigan 48107-8647
Phone: (734) 794-6410 Fax: (734) 994-1744
Web: www.a2gov.org

Printed on recycled paper
Homayoon Pirooz, P.E., Manager
(734) 794-6411
For Immediate Release
May 12, 2010

NOTICE OF TEMPORARY TRAFFIC CONTROL PLAN
S. STATE STREET AND E. WASHINGTON STREET
MONDAY, MAY17, 2010 TO SATURDAY MAY 22, 2010

Location and Limits of Affected Area:
S. State Street from Huron to Washington and E. Washington from S. State to Fletcher.

Description of Construction:
Streets and sidewalks repairs by the U. Of M. North Quad Project.

Temporary Construction Traffic Control Plan:
Beginning May 17, 2010 Traffic will be detoured around the North Quad site. The intersection of S. State and E. Washington will remain open to at least one lane of “turning” traffic. Traffic will be detoured around the site using Washington to the West, Division, Huron, Fletcher, N. University and State.

Pedestrian traffic will be maintained on at least one side of the streets at all times.

Refer to the enclosed map for further details.

Project Contacts (City of Ann Arbor):
Alison Heatley, Project Engineer, 794-6410x43621
Tim Towles, Civil Engineering Specialist, 323-6526

Project Contacts
Christman Constructors, Inc.
Brendan Raftery, Project Manager, (734) 327-5999
Walbridge Aldinger
Mike Hubert, Project Superintendant, (313) 220-6546