State Street project will add protected bike lanes, northbound transit lane and raised crosswalks; construction set for May–Nov 2025

City staff presented detailed designs for the State Street Improvements Project on March 19, saying the work will add protected bike lanes, a northbound transit-only lane, raised mid‑block crosswalks and intersection upgrades between South University Avenue and East William Street.

The presentation to the Ann Arbor Commission on Disability Issues outlined goals tied to the city’s Vision Zero and carbon‑neutrality targets and stressed design elements intended to serve “all ages and abilities.” Mark McCullough, the project presenter, described curb and ramp updates, two upgraded signalized intersections (at Seventh Street and Miller at Maple), protected bike lanes, bus platforms adjacent to cycle tracks and two raised crosswalks. He said the project will also consolidate two water mains into a single main, implement stormwater infiltration features and replace the roadway surface.

The project area spans roughly 0.2 mile on State Street near the University of Michigan campus. McCullough said a recommended contract award to ET McKenzie carries a bid price of $5,300,000 and that Wade Trim will provide construction administration, engineering and inspection. He gave a projected construction start date of May 5, 2025, with work continuing through November and a pause for the July art fair.

McCullough described design features intended to shorten pedestrian crossing distances at the tier‑1 intersection of State and South University, including tightening curb radii. On segments adjacent to the Michigan Union and Museum of Art he said the design will place curb‑height bus boarding platforms and protected bike lanes so pedestrians, bus riders and cyclists have distinct, separated circulation paths. Where mature trees along the Diag cannot be disturbed, the bike lane will be routed behind the trees and set off the roadway to preserve root zones.

The design includes a northbound queue/jump lane for buses at East William and a signal treatment to give buses a brief “jump” through the intersection, McCullough said, intended to reduce bus dwell and delay caused by vehicle queueing. He said the northbound transit lane will be protected by flexible delineators in some places.

McCullough noted that on‑street parking managed by the Downtown Development Authority will be affected: “All 69 spots that are used that’s managed by the DDA are going to be not there any longer once construction is in order to fit the transit lane and the bike lanes in there,” he said. He added that the DDA, University of Michigan and city are studying potential relocation of those spaces but that a final plan was not specified.

Commissioners asked whether the boarding platforms would include weather protection. McCullough said the platforms will not generally be sheltered because of space and ADA maneuvering constraints, though existing shelters near South University will remain and a shelter will be provided on the sidewalk area in front of Angel Hall.

Commissioner Matthew Solomon asked about access for vehicles that transport people with disabilities and whether such services would be allowed to use the transit lane. McCullough said he did not have an immediate answer and would “pass it along to people for further consideration and deliberation.” Commissioner Rob Packard raised whether stops would include trash cans; McCullough said he would ask AAATA and U‑M planners.

The presentation materials, McCullough said, will be sent to the commission after the meeting. He repeated the construction timeline and the pause for art fair and invited commissioners to send questions during construction.

Why it matters: the project will reconfigure a high‑use corridor adjacent to the University of Michigan campus, changing bus operations, protected cycling infrastructure and on‑street parking in a densely used pedestrian environment. The design team emphasized ADA upgrades at crosswalk ramps and the addition of accessible pedestrian signals at two intersections, but several operational and access questions—such as transit‑lane access for paratransit and final parking relocations—remain to be resolved during permitting and contractor coordination.