Average Weekday Cars on the Road

5A: 23,000

5B: 21,000

Crash Rates 2021-2025

(Fatal or serious injury crashes per mile per year)

5A-5B: 0.84

Driving Speeds

Target: 25 MPH

Posted: 35MPH (5A); 45MPH (5B)

Actual (85th Percentile): 39MPH

Bike Facility Type

Proposed: Separated bike lanes or shared use path

Existing Weekday Transit Frequency

5A: Every 5-10 minutes

5B: Every 10-15 minutes

The Ride 2045 Proposed Transit Priority Level

5A: Priority service

5B: No bus

For A2R2, vehicle volumes and speeds were collected using standard pneumatic-tube traffic counters over seven consecutive days, September 17–23, 2025. This provided traffic information for every hour of the day, including five weekdays and two weekend days. U-M and Ann Arbor Public Schools were in session, there was no home football game during the collection period, and the roads were not directly affected by active construction. This provides a broader picture of traffic patterns than counts limited to the morning and afternoon rush hours.

The summary charts show how traffic demand varies throughout the day, allowing us to identify periods when traffic volumes may present challenges to changing the roadway configuration.

• Engagement feedback included strong safety concerns and concerns about traffic operations associated with lane reductions.
• Concerns about speeding, unsafe turning movements, and unsafe pedestrian and bicyclist crossings due to the high driving speeds.
• Hospital, school, and event traffic heighten concerns about operations and emergency access.

Segment 5B, between I-94 and Main Street, is scheduled for resurfacing in 2029. A2R2 identifies this as a Potential segment for repurposing the outside travel lanes as buffered bike lanes. The resurfacing project will evaluate and refine this direction through detailed design and traffic analysis.

Safer crossings for pedestrians and bicyclists

Safer bicycle facilities

Reduced vehicle speeds

Current conditions

High vehicle speeds, long crossings, and multiple through lanes create safety concerns along the corridor, school, event, hospital, transit, and emergency traffic also create unusual peak demands. Both segments are Potential, meaning lane reallocation may work but requires additional design and traffic analysis.

What this design achieves

Reallocating outside through lanes can reduce passing opportunities, reinforce lower speeds, simplify crossings, and create space for buffered bicycle lanes. A center turn lane can better organize turning movements while future design addresses peak traffic, event conditions, and emergency access.