City consultants unveil preferred Third Street redesign, cite $28.5M–$31M cost and federal BUILD grant target

Consultants presented the preferred design for Third Street in downtown McMinnville and told the City Council the project is driven primarily by aging underground utilities and accessibility problems, not only aesthetic changes.

The consultant said the majority of the cost will be replacing sewer, stormwater, water and electrical systems that are “over a century old,” and estimated total program costs — including contingency, design and construction management — at roughly $28.5 million to $31 million.

The preferred design would reallocate about two feet from each travel lane to expand sidewalks and the pedestrian realm, introduce a flush (curbless) street that can be repurposed for festivals and outdoor dining, add larger mid‑block curb extensions with planters and benches, and replace pavement with integral scored concrete and decorative crosswalk treatments. Consultants said on‑street parking could remain but be designed so spaces are adaptable for temporary uses such as parklets or outdoor dining.

Why it matters: staff and consultants told the council that much of the project cost is unavoidable because the sub‑grade infrastructure is failing. Presenters framed the streetscape as an opportunity to both renew underground systems and provide a more accessible, event‑friendly downtown street that can serve pedestrians and businesses as well as vehicles.

Details and tradeoffs

Consultants described a tree‑preservation matrix and said they have mapped trees they will attempt to keep. They proposed a mixed canopy — medium trees that arch over the roadway (American hornbeam), narrow‑canopy species (Armstrong maple), columnar trees on side streets and showy accent trees (flowering cherry or dogwood) in planters. Where roots currently damage sidewalks, consultants proposed using “soil cells” (modular structural soil volumes) that both promote root growth and can collect stormwater. They said soil cells are widely used in U.S. urban projects and last “many decades,” though lifespan can depend on soil chemistry and exact installation.

The consultant recommended a concrete road surface rather than asphalt for the curbless design, saying concrete better tolerates flatter cross‑slope conditions inherent to a flush street and that community preference and long‑term performance informed the choice. Councilors raised concerns about life‑cycle costs and slipperiness of basalt banding in wet months; the consultant said basalt would be used only in limited detectable‑warning areas and that alternative materials could be explored at the final design stage.

Accessibility and safety features include detectable warning surfaces (truncated domes) in a weathered metal finish, tumbled basalt detectable strips, lighted bollards near mid‑block crossings, and non‑lit bollards to define vehicle lines around corners. The design would maintain defined curb radii to accommodate a range of vehicle turning movements where needed.

Costs, schedule and funding

City staff presented a 30% design estimate and contingency: a base construction estimate around $20 million, with contingency, design fees and construction management bringing the total to about $28.5–$31 million. Staff said the city will pursue a Federal BUILD grant (applications in 2026 and, if necessary, 2027) as the primary funding source; other sources mentioned were Urban Renewal funds, utility contributions from McMinnville Water & Light and the City Sewer Fund, and potential local match funding.

Councilors asked about maintenance responsibilities for planters, benches and decorative elements; staff said the city expects the physical furnishings would be maintained by the city but plantings could include sponsorship or partner maintenance, and that final decisions on maintenance responsibilities will be resolved during later design stages.

Next steps and public engagement

Staff said a demonstration block will be staged during the MacFresco weekend starting June 27 between Evans and Ford so residents and officials can experience how the curbless design could function. The project team will continue detailed design, target BUILD grant applications, and refine construction phasing to limit disruptions.

Quotations in context

“Much of this infrastructure… some of the infrastructure is over a century old at this point,” the consultant said, explaining why replacement drives the project budget.

“We are taking two feet out of each travel lane…and redistributing that away from automobiles and to the sidewalks,” the consultant said, summarizing one of the primary geometric changes.

Ending

Staff and the consultant emphasized the infrastructure needs underpinning the streetscape design while highlighting community‑oriented features such as flexible parking spaces, larger pedestrian areas, and tree‑focused plantings. Councilors pressed technical and maintenance questions and received an estimated cost range and a funding strategy that centers a BUILD grant application.